Narrative:

The event started in the final stages of the arrival. We were set up for the lda runway xx approach into ZZZ. After passing zzzzz; approach control had asked us to slow from 250 knots to 190 knots; to turn to a heading of 180; and descend at an altitude of 3000 feet. The captain (pilot flying) had disengaged the auto-throttle and brought the thrust levers to power-idle. Once established on a heading of 180; approach control then cleared us to intercept the lda localizer and commence the approach. As the aircraft rolled left to intercept; the speed dropped below 190 knots and the amber section of the low speed awareness tape rapidly increased. Both myself and the captain simultaneously reached for the thrust levers and controls to rapidly correct the action; however; the stick shaker activated. The captain quickly regained control of the aircraft. Once control was regained; the aircraft was properly configured; the localizer was intercepted; and the approach occurred without any further incident. This event could have been prevented by a number of practices. For one; decelerating to a speed bugged below green dot + 10 without flap configuration (in this case; configuring to flaps 1) is poor procedural technique. Flaps 1 should have been deployed. Also; disengaging the auto-throttles contributed to this incident as they would have provided a further safety net to preventing a slow speed situation. With the aircraft turning to join the localizer; the situation only worsened with the increased bank angle. Finally; as pilot monitoring; this event has been rather sobering. Despite replying to numerous scattered ATC clearances directed at us (heading; altitude; [and] approach clearance); making glances towards the approach plate; and ensuring the appropriate light switches were turned on; I should have been much more diligent in watching the aircraft's configuration; attitude; and flight mode annunciation display.

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Original NASA ASRS Text

Title: E175 flight crew reported the airspeed decreased and the stick shaker activated as the aircraft rolled to intercept the localizer.

Narrative: The event started in the final stages of the arrival. We were set up for the LDA RWY XX approach into ZZZ. After passing ZZZZZ; Approach Control had asked us to slow from 250 knots to 190 knots; to turn to a heading of 180; and descend at an altitude of 3000 feet. The Captain (Pilot Flying) had disengaged the auto-throttle and brought the thrust levers to power-idle. Once established on a heading of 180; Approach Control then cleared us to intercept the LDA localizer and commence the approach. As the aircraft rolled left to intercept; the speed dropped below 190 knots and the amber section of the Low Speed Awareness Tape rapidly increased. Both myself and the Captain simultaneously reached for the thrust levers and controls to rapidly correct the action; however; the stick shaker activated. The Captain quickly regained control of the aircraft. Once control was regained; the aircraft was properly configured; the localizer was intercepted; and the approach occurred without any further incident. This event could have been prevented by a number of practices. For one; decelerating to a speed bugged below green dot + 10 without flap configuration (in this case; configuring to flaps 1) is poor procedural technique. Flaps 1 should have been deployed. Also; disengaging the auto-throttles contributed to this incident as they would have provided a further safety net to preventing a slow speed situation. With the aircraft turning to join the localizer; the situation only worsened with the increased bank angle. Finally; as Pilot Monitoring; this event has been rather sobering. Despite replying to numerous scattered ATC clearances directed at us (heading; altitude; [and] approach clearance); making glances towards the approach plate; and ensuring the appropriate light switches were turned on; I should have been much more diligent in watching the aircraft's configuration; attitude; and Flight Mode Annunciation display.

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.