Narrative:

Coming in on the milton 4 for lga. I; the first officer; was pilot flying. We were in the process of slowing; turning; descending; and configuring as we were being vectored for the ILS 13. ATC had assigned us 7;000 on the altitude; a heading; and speed of 180. I started slowing and called for flaps 1; and then 2 in order not to exceed green dot. We were trying to be very cautious in order not to exceed any flap limitations as the speed was fluctuating greatly as a result of the weather. At some point; as I was attempting to slow down; the autothrottles disengaged and we received the at fail message on the EICAS. This; along with the conditions we were flying in; contributed to our slowness in recognizing the aircraft had slowed below green dot. When we did notice this; we instantly increased the throttles to bring the speed above green dot.during this entire time we were dealing with moderate turbulence; embedded thunderstorms; and heavy rain. The workload greatly increased during this portion of the flight that the captain and I agreed he would take care of the guidance panel and I would focus solely on flying the airplane and ensuring the throttles responded accordingly after the at fail message extinguished. As we joined the localizer; we continued to configure flaps 3 and gear down; at which the captain kept manual speeds due to the wind shifts and moderate turbulence we were experiencing. Additionally; I recognized ATC left us high. The captain was manipulating the guidance panel in order to capture the glideslope and slow down so we could configure appropriately. At the proper speed I called for flaps 5 and landing checklist; and continued to focus on flying when the aircraft was in the proper state. I was so fixated on the flying; and the captain in manipulating the guidance panel; that I didn't realize the landing checklist wasn't completed when I called for it. It was not until 200 feet that we realized that the flaps were in the 4 position and not 5 due to the message received; at which point the flaps lever was moved to 5 and the landing checklist was completed. Being that the flaps were technically in the correct position and we were visual it was determined at that moment that it was the safer to continue and land once the lever was in the 5 position rather than going back into that severe weather and having to divert.ensure checklists are run when called for; even in times of high workload. More experience will definitely help. Myself; being a fairly new first officer; should be exposed to more weather like that. That was honestly the worst turbulence and conditions I've flown in. High workload environment led to some errors being made and we definitely could have just gone around and/or diverted; which is what I was anticipating the captain to call as we came in on the approach and recognized our error.

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Original NASA ASRS Text

Title: Embraer air carrier flight crew reported autothrottle failure on approach while in moderate turbulence resulting in an unstabilized approach.

Narrative: Coming in on the Milton 4 for LGA. I; the First Officer; was pilot flying. We were in the process of slowing; turning; descending; and configuring as we were being vectored for the ILS 13. ATC had assigned us 7;000 on the altitude; a heading; and speed of 180. I started slowing and called for flaps 1; and then 2 in order not to exceed green dot. We were trying to be very cautious in order not to exceed any flap limitations as the speed was fluctuating greatly as a result of the weather. At some point; as I was attempting to slow down; the autothrottles disengaged and we received the AT FAIL message on the EICAS. This; along with the conditions we were flying in; contributed to our slowness in recognizing the aircraft had slowed below green dot. When we did notice this; we instantly increased the throttles to bring the speed above green dot.During this entire time we were dealing with moderate turbulence; embedded thunderstorms; and heavy rain. The workload greatly increased during this portion of the flight that the Captain and I agreed he would take care of the guidance panel and I would focus solely on flying the airplane and ensuring the throttles responded accordingly after the AT FAIL message extinguished. As we joined the localizer; we continued to configure flaps 3 and gear down; at which the Captain kept manual speeds due to the wind shifts and moderate turbulence we were experiencing. Additionally; I recognized ATC left us high. The Captain was manipulating the guidance panel in order to capture the glideslope and slow down so we could configure appropriately. At the proper speed I called for flaps 5 and landing checklist; and continued to focus on flying when the aircraft was in the proper state. I was so fixated on the flying; and the Captain in manipulating the guidance panel; that I didn't realize the landing checklist wasn't completed when I called for it. It was not until 200 feet that we realized that the flaps were in the 4 position and not 5 due to the message received; at which point the flaps lever was moved to 5 and the landing checklist was completed. Being that the flaps were technically in the correct position and we were visual it was determined at that moment that it was the safer to continue and land once the lever was in the 5 position rather than going back into that severe weather and having to divert.Ensure checklists are run when called for; even in times of high workload. More experience will definitely help. Myself; being a fairly new First Officer; should be exposed to more weather like that. That was honestly the worst turbulence and conditions I've flown in. High workload environment led to some errors being made and we definitely could have just gone around and/or diverted; which is what I was anticipating the Captain to call as we came in on the approach and recognized our error.

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.