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EMB170 captain experienced stick shaker with the first officer flying with autopilot engaged. The aircraft was descending; clean at 180 knots with flight spoilers deployed and stick shaker commenced when the aircraft was rolled into a standard bank for the base turn. The autopilot was disengaged and thrust added to recover.
| Attributes | |
| ACN | 1298461 |
| Time | |
| Date | 201509 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | PSP.Airport |
| State Reference | CA |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 170/175 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Descent |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Deviation - Procedural Published Material / Policy Deviation - Speed All Types |
Narrative:
Upon descent from 14000 MSL; we were given a visual approach clearance with the autopilot engaged in heading (heading) and flight level change modes. A descent was initiated with gear down; flaps zero; flight spoilers deployed; and airspeed approximately 230 knots by the pilot flying (PF). The pilot monitoring (pm) added a 4 mile fix at a 3 degree glideslope from the runway centerline as a point to cross to enable a stabilized VMC/visual descent for landing. The flight was instructed to contact tower; at which time we were instructed to turn final at or beyond 5 miles. The pm acknowledged the landing clearance and began inputting the new waypoint at the new 5 mile distance and altitude (for a 3 degree glide path). The PF set the speed bug to 180 knots (to slow) and turned via heading mode to enter the left base for landing. At 178 knots with flaps zero; standard bank; and flight spoilers deployed; received an intermittent shaker. The PF immediately disengaged the ap; added thrust; and continued descent. The approach and landing continued without incident.PF on visual approach entry allowed automation to slow aircraft to much for configuration (with bank and flight spoilers deployed). Pm heads down/distracted programing new waypoint into FMS. More hand flying by pilots (auto throttles and ap off) during VMC and IMC to maintain flying skills. Greater awareness during distraction and/or task saturation to avoid unsafe/undesired flight condition.
Original NASA ASRS Text
Title: EMB170 Captain experienced stick shaker with the First Officer flying with autopilot engaged. The aircraft was descending; clean at 180 knots with flight spoilers deployed and stick shaker commenced when the aircraft was rolled into a standard bank for the base turn. The autopilot was disengaged and thrust added to recover.
Narrative: Upon descent from 14000 MSL; we were given a visual approach clearance with the autopilot engaged in Heading (HDG) and Flight Level Change modes. A descent was initiated with gear down; flaps zero; flight spoilers deployed; and airspeed approximately 230 knots by the Pilot Flying (PF). The Pilot Monitoring (PM) added a 4 mile fix at a 3 degree glideslope from the runway centerline as a point to cross to enable a stabilized VMC/visual descent for landing. The flight was instructed to contact tower; at which time we were instructed to turn final at or beyond 5 miles. The PM acknowledged the landing clearance and began inputting the new waypoint at the new 5 mile distance and altitude (for a 3 degree glide path). The PF set the speed bug to 180 knots (to slow) and turned via HDG mode to enter the left base for landing. At 178 knots with flaps zero; standard bank; and flight spoilers deployed; received an intermittent shaker. The PF immediately disengaged the AP; added thrust; and continued descent. The approach and landing continued without incident.PF on visual approach entry allowed automation to slow aircraft to much for configuration (with bank and flight spoilers deployed). PM heads down/distracted programing new waypoint into FMS. More hand flying by pilots (auto throttles and AP OFF) during VMC and IMC to maintain flying skills. Greater Awareness during distraction and/or task saturation to avoid unsafe/undesired flight condition.
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.