Narrative:

We were on downwind for visual approach descending to pattern altitude and ATC stopped our descent for traffic. They kept us high and turned us base and gave us lower when we were a mile from final approach course. Conditions at the field were gusting winds down the runway with windshear advisories. ATC cleared us for visual approach very close to FAF when we were about 1;000 feet above intercept altitude.I turned final and determined that I could get stabilized by 1;000 feet; so I deployed the spoilers and asked for gear down and flaps 30. First officer (first officer) put the gear down and set flaps 30 and set the maneuvering speed without adding 20 knots and without me requesting the speed to be set. We were at a little over 2;000 feet AGL when as I continued to turn over the FAF to final the speed decreased rapidly and the green line came up fast and we received a stick shaker for almost a second. I stowed the spoilers and added power and realized the speed bug was set below what I was planning to fly. Immediately after the speed went up a knot or two into the barber pole (185 knots) and we heard the clicker for about a second also. After that we got stabilized although the speed continued to move around. By 500 feet we were stable and I decided to continue the approach to an uneventful landing. Contributing factors are as follow: ATC clearing us for the approach while too high. Myself accepting the clearance and not requesting a delay vector (we were around an hour late). First officer setting incorrect maneuvering speed without a request. Possible windshear event causing rapid change in airspeed. Do not succumb to operational pressures and accept a last minute approach clearance. Avoid complacent use of the flight spoilers.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported continuing to land from an unstabilized approach due to operational pressures.

Narrative: We were on downwind for visual approach descending to pattern altitude and ATC stopped our descent for traffic. They kept us high and turned us base and gave us lower when we were a mile from final approach course. Conditions at the field were gusting winds down the runway with windshear advisories. ATC cleared us for visual approach very close to FAF when we were about 1;000 feet above intercept altitude.I turned final and determined that I could get stabilized by 1;000 feet; so I deployed the spoilers and asked for gear down and flaps 30. FO (First Officer) put the gear down and set flaps 30 and set the maneuvering speed without adding 20 knots and without me requesting the speed to be set. We were at a little over 2;000 feet AGL when as I continued to turn over the FAF to final the speed decreased rapidly and the green line came up fast and we received a stick shaker for almost a second. I stowed the spoilers and added power and realized the speed bug was set below what I was planning to fly. Immediately after the speed went up a knot or two into the barber pole (185 knots) and we heard the clicker for about a second also. After that we got stabilized although the speed continued to move around. By 500 feet we were stable and I decided to continue the approach to an uneventful landing. Contributing factors are as follow: ATC clearing us for the approach while too high. Myself accepting the clearance and not requesting a delay vector (we were around an hour late). FO setting incorrect maneuvering speed without a request. Possible windshear event causing rapid change in airspeed. Do not succumb to operational pressures and accept a last minute approach clearance. Avoid complacent use of the flight spoilers.

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.