Narrative:

We were flying to mgm during the day; in VMC conditions. As we approached mgm runway 10 from the northeast; approach control kept us a little high to keep us above the airspace of maxwell AFB. The controller then decided to put us in front of some other traffic approaching mgm. The result was that we needed to descend and slow rather abruptly. The pilot flying extended the spoilers all the way; and as the aircraft began to slow; started to request flaps. The aircraft slowed rather quickly; and as both pilots became distracted with communications duties and judging the progress of the approach; we forgot that the spoilers were still fully extended. The pilot flying began adding power as airspeed deteriorated. As the airspeed went below 160 KTS with flaps at 30 degrees; the pilot flying called for flaps 45; and added more power. I noticed the negative airspeed trend vector; but since the pilot flying was adding quite a bit of power; I set the flaps to 45 degrees. The airspeed continued to deteriorate as we leveled off; and the pilot flying continued to add power. Shortly after this; we received a brief stick shaker and the autopilot disengaged. We immediately realized then that the spoilers were still inadvertently extended; and the pilot not flying retracted them fully. The stick shaker stopped; and our airspeed increased immediately. The pilot flying continued to add power; toward max power. Our airspeed quickly recovered to normal for our configuration; and we had not lost any altitude. We were able to continue the visual approach to runway 10. We landed without further incident.threats included distractions such as a high workload and the need to descend and slow rapidly during the busy approach phase of flight. The biggest error was inadvertently leaving the spoilers extended; which in part led to an undesirable aircraft state.behaviors that would help in the future; for both flight crew members would be better awareness of high workload situations and flight control positions. Also; if we are not comfortable with a clearance; we can request a different clearance that might allow for more time to descend and slow.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported they got a stick shaker when they forgot the flight spoilers were still extended.

Narrative: We were flying to MGM during the day; in VMC conditions. As we approached MGM Runway 10 from the northeast; Approach Control kept us a little high to keep us above the airspace of Maxwell AFB. The Controller then decided to put us in front of some other traffic approaching MGM. The result was that we needed to descend and slow rather abruptly. The pilot flying extended the spoilers all the way; and as the aircraft began to slow; started to request flaps. The aircraft slowed rather quickly; and as both pilots became distracted with communications duties and judging the progress of the approach; we forgot that the spoilers were still fully extended. The pilot flying began adding power as airspeed deteriorated. As the airspeed went below 160 KTS with flaps at 30 degrees; the pilot flying called for flaps 45; and added more power. I noticed the negative airspeed trend vector; but since the pilot flying was adding quite a bit of power; I set the flaps to 45 degrees. The airspeed continued to deteriorate as we leveled off; and the pilot flying continued to add power. Shortly after this; we received a brief stick shaker and the autopilot disengaged. We immediately realized then that the spoilers were still inadvertently extended; and the pilot not flying retracted them fully. The stick shaker stopped; and our airspeed increased immediately. The pilot flying continued to add power; toward max power. Our airspeed quickly recovered to normal for our configuration; and we had not lost any altitude. We were able to continue the visual approach to Runway 10. We landed without further incident.Threats included distractions such as a high workload and the need to descend and slow rapidly during the busy approach phase of flight. The biggest error was inadvertently leaving the spoilers extended; which in part led to an undesirable aircraft state.Behaviors that would help in the future; for both flight crew members would be better awareness of high workload situations and flight control positions. Also; if we are not comfortable with a clearance; we can request a different clearance that might allow for more time to descend and slow.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.