Narrative:

[We experienced] a slow speed event in which the autopilot disconnected at approximately 170 knots. The aircraft did not enter a stall as both the captain and I were able to correct and maintain the airspeed above stall margins. During enroute transit ATIS and gate information was unavailable through the FMS due to no ACARS comm status message that remained until approximately 9 mins prior to arrival. At this time the captain and I had already made the decision to use ILS xxr approach and had briefed and set up the cockpit as such. At this time the weather was ovc 600 2SM/mist. While on the initial approach to ILS xxr; approach informed us of the ATIS and runway change to the visual yyl or RNAV/localizer yyl. At this time the updated weather reported was ovc 900 just above the airport but with visibility 10SM. We then decided to accept the RNAV yyl approach and entered a hold for traffic separation and to program the FMS for continued descent via vectors. Prior to reaching intermediate approach fix I was unable to program the FMS to show either the hold at intermediate fix or the runway on the FMS. Neither myself nor the captain had ever had any issue with loading an approach into FMS and not having the correct waypoints show. The captain and I both verified with approach the correct waypoint at IAF and again could not get the FMS to show the approach and runway. It was at this time that the autopilot kicked off while in the hold due to speed loss and the captain immediately took corrective action to prevent a stall. No altitude was lost in the hold and the captain decided to keep the autopilot off and hand fly the remainder of the approach. We then accepted the visual yyl and proceeded to continue via the initial approach via the visual for runway yyl.after review and analysis of the situation from my perspective; as the pm (pilot monitoring) I should have been more attentive to all of the instruments/indications in the cockpit and should have told the captain to maintain flying while I troubleshoot the FMS when he tried to assist in programming the FMS which caused temporary loss of situational awareness while on initial approach. Had I done so; I would've noticed the speed reduction well in advance of the autopilot kicking off. Also; although we were on the initial approach prior to turning base; it would've been more prudent to just accept the visual for xxl and hand fly the approach rather than to continue trying to program the FMS.

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Original NASA ASRS Text

Title: CRJ-900 First Officer reported a near-stall occurred while holding for approach clearance when both pilots were distracted troubleshooting an FMS issue.

Narrative: [We experienced] a slow speed event in which the autopilot disconnected at approximately 170 knots. The aircraft did not enter a stall as both the Captain and I were able to correct and maintain the airspeed above stall margins. During enroute transit ATIS and gate information was unavailable through the FMS due to NO ACARS COMM status message that remained until approximately 9 mins prior to arrival. At this time the Captain and I had already made the decision to use ILS XXR approach and had briefed and set up the cockpit as such. At this time the weather was OVC 600 2SM/MIST. While on the Initial Approach to ILS XXR; Approach informed us of the ATIS and runway change to the Visual YYL or RNAV/LOC YYL. At this time the updated weather reported was OVC 900 just above the airport but with visibility 10SM. We then decided to accept the RNAV YYL approach and entered a hold for traffic separation and to program the FMS for continued descent via vectors. Prior to reaching Intermediate Approach Fix I was unable to program the FMS to show either the hold at Intermediate Fix or the runway on the FMS. Neither myself nor the Captain had ever had any issue with loading an approach into FMS and not having the correct waypoints show. The Captain and I both verified with Approach the correct waypoint at IAF and again could not get the FMS to show the approach and runway. It was at this time that the autopilot kicked off while in the hold due to speed loss and the Captain immediately took corrective action to prevent a stall. No altitude was lost in the hold and the Captain decided to keep the autopilot off and hand fly the remainder of the approach. We then accepted the Visual YYL and proceeded to continue via the Initial Approach via the Visual for Runway YYL.After review and analysis of the situation from my perspective; as the PM (Pilot Monitoring) I should have been more attentive to ALL of the instruments/indications in the cockpit and should have told the Captain to maintain flying while I troubleshoot the FMS when he tried to assist in programming the FMS which caused temporary loss of situational awareness while on Initial Approach. Had I done so; I would've noticed the speed reduction well in advance of the autopilot kicking off. Also; although we were on the Initial Approach prior to turning base; it would've been more prudent to just accept the Visual for XXL and hand fly the approach rather than to continue trying to program the FMS.

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.