Narrative:

We were planning to do a visual approach to runway 28 (backed up by the ILS 28). The controller cleared us for a 'visual to 28; following an MD80 ahead; and maintain 180 until jubba (the FAF); contact tower at jubba'. We had been at 210 kts and 7000 feet; prior to the left turn to base to 3000 feet and the slow down to 180 kts. As we intercepted the localizer 28 and busy looking out for the md 80 ahead to maintain visual separation. The first officer flying (who is a very proficient and extremely competent pilot) allowed his speed to decrease below the ATC desired 180 kts; down to about 165 kts; as he and I were both concerned about separation with the MD80 and possible wake turbulence. We both noticed the lower than standard speed at about the same time that approach control asked what speed we were assigned. At that same time; the flying first officer had already increased thrust to recover our speed and energy; so when I got the got the call from ATC; we were rapidly passing 175 kts; and I responded '178 kts' as that was what we had when I keyed the mike. We did get a couple of ripples from wake turbulence from the preceding MD80; but managed to have a good; stable approach and landing; without any further issues. Taxi in and shutdown was all-normal.once again; this event points out how easy it is to become distracted when one is busy having to multitask; such as fly the plane; slow down and descend simultaneously; look out for traffic; maintain visual separation; avoid wake turbulence; etc.I would say the biggest take away is that we have to remain very vigilant of our energy/speed state at all times; but even more so close in to the airport; so as to avoid deviating from our desired energy/speed state. And once we discover a deviation; make an immediate correction; to avoid further deviation from the desired state. Additionally; how easy it was to recover the lost speed due to the experience and good flying technique of the flying pilot (the first officer). I barely had said; 'watch your speed' when he made an immediate and correct thrust input. Some less experienced first officer's would have been more timid and it would have taken them longer to regain the correct energy/speed state. As always; we have to not only keep our heads on a swivel for the visual traffic we may be following; but also keep a close eye on the inside of the cockpit.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported they allowed their speed to decrease below that which ATC assigned on approach to ATL.

Narrative: We were planning to do a visual approach to Runway 28 (backed up by the ILS 28). The controller cleared us for a 'Visual to 28; following an MD80 ahead; and maintain 180 until JUBBA (the FAF); contact Tower at JUBBA'. We had been at 210 Kts and 7000 feet; prior to the left turn to base to 3000 feet and the slow down to 180 Kts. As we intercepted the LOC 28 and busy looking out for the MD 80 ahead to maintain visual separation. The First Officer flying (who is a very proficient and extremely competent pilot) allowed his speed to decrease below the ATC desired 180 Kts; down to about 165 Kts; as he and I were both concerned about separation with the MD80 and possible wake turbulence. We both noticed the lower than standard speed at about the same time that Approach Control asked what speed we were assigned. At that same time; the flying First Officer had already increased thrust to recover our speed and energy; so when I got the got the call from ATC; we were rapidly passing 175 Kts; and I responded '178 Kts' as that was what we had when I keyed the mike. We did get a couple of ripples from wake turbulence from the preceding MD80; but managed to have a good; stable approach and landing; without any further issues. Taxi in and shutdown was all-normal.Once again; this event points out how easy it is to become distracted when one is busy having to multitask; such as fly the plane; slow down and descend simultaneously; look out for traffic; maintain visual separation; avoid wake turbulence; etc.I would say the biggest take away is that we have to remain very vigilant of our energy/speed state at all times; but even more so close in to the airport; so as to avoid deviating from our desired energy/speed state. And once we discover a deviation; make an immediate correction; to avoid further deviation from the desired state. Additionally; how easy it was to recover the lost speed due to the experience and good flying technique of the flying Pilot (the FO). I barely had said; 'Watch your speed' when he made an immediate and correct thrust input. Some less experienced FO's would have been more timid and it would have taken them longer to regain the correct energy/speed state. As always; we have to not only keep our heads on a swivel for the visual traffic we may be following; but also keep a close eye on the inside of the cockpit.

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.