B737 Next Generation Undifferentiated
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Total 4500
Distraction; Human-Machine Interface
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew FLC Overrode Automation
Human Factors
I was the Pilot Flying on the HYDRR1 arrival to 25L approach. Assigned a heading of 290 to intercept the final approach course at an altitude of 4;000 feet and cleared for the visual approach. Speed window open with 180 kts set; flaps 5; auto throttles engaged. From a 290 heading and my situational awareness; I saw that we were going to intercept glide slope well before the localizer in fact beyond SCADE. I started a LVL CHANGE descent to 3;000 feet. I retarded the throttles to idle to begin the descent. Pilot Monitoring (Captain) asked that I go altitude hold immediately to honor the Class B airspace below us. I complied and the altitude window settled at around 3;900 feet. I started to set up to reenter VNAV path when I noticed the airspeed bleeding through 160 kts at the same time the Captain called airspeed. I immediately advanced the throttles to almost the stops and disengaged the autopilot. Airspeed I believe bottomed out around 155 kts and then quickly recovered to 175 kts with no altitude loss. From there it was a routine if tense approach and landing.
B737 NG First Officer reported getting low and slow on approach to PHX due to automation dependency.