Narrative:

Descending from 6;000 feet to 5;000 feet; maneuvering through clouds. (Note: turning the heading knob sometimes creates a situation where heading would sync to present heading; therefore stopping the turn). Ca had begun slowing to 200 KTS for class C airspace; flaps were selected to 8 passing through 220. Ca asked first officer for more deviations for weather and lower to get below the cloud layer that was at about 4;500 feet. First officer asked ATC for maneuver and lower. ATC gave us heading to maneuver; but said [they] would give a lower [altitude] in a couple minutes. While receiving ATC instructions; ca turned heading bug to maneuver; yet heading synced to present heading. Ca turned autopilot off to maneuver around clouds while first officer was responding to instructions. While dodging clouds speed had bled off. Ca was applying more power when stick shaker momentarily occurred (at approximately 150 KTS). As ca was already adding power; stick shaker stopped immediately with no loss of altitude and no stall. After assured stable; flaps 20 were selected. After increasing speed to approximately 200 KTS; ATC gave us a lower altitude.upon turning base; first officer turned heading bug for base heading and had heading sync once again in the turn. This also happened when turning to final approach when first officer spun heading dial to final approach course. The heading sync issue was written up and MEL'd.despite high saturation of work load and weather; still need to maintain a positive scan of all aircraft systems to maintain safe flying conditions.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ900 flight crew reported heading syncing with current heading when the autopilot heading knob is turned initially. The crew disengaged the autopilot to hand fly and airspeed is allowed to decrease to stick shaker.

Narrative: Descending from 6;000 feet to 5;000 feet; maneuvering through clouds. (Note: turning the heading knob sometimes creates a situation where heading would sync to present heading; therefore stopping the turn). CA had begun slowing to 200 KTS for Class C airspace; flaps were selected to 8 passing through 220. CA asked FO for more deviations for weather and lower to get below the cloud layer that was at about 4;500 feet. FO asked ATC for maneuver and lower. ATC gave us heading to maneuver; but said [they] would give a lower [altitude] in a couple minutes. While receiving ATC instructions; CA turned heading bug to maneuver; yet heading synced to present heading. CA turned autopilot off to maneuver around clouds while FO was responding to instructions. While dodging clouds speed had bled off. CA was applying more power when stick shaker momentarily occurred (at approximately 150 KTS). As CA was already adding power; stick shaker stopped immediately with no loss of altitude and no stall. After assured stable; flaps 20 were selected. After increasing speed to approximately 200 KTS; ATC gave us a lower altitude.Upon turning base; FO turned heading bug for base heading and had heading sync once again in the turn. This also happened when turning to final approach when FO spun heading dial to final approach course. The heading sync issue was written up and MEL'd.Despite high saturation of work load and weather; still need to maintain a positive scan of all aircraft systems to maintain safe flying conditions.

Data retrieved from NASA's ASRS site 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.