Narrative:

We were cleared for a visual approach. The captain was the PF. I was the PNF. The autoplt was engaged with flaps 200/25 degree (not positive) speed brakes deployed as we were a bit high for the approach. As the autoplt captured 3000 ft MSL the speed bled off quite rapidly to approximately 160 KIAS at which time the stall warn/stick shaker activated. I'm not sure if the captain disconnected the autothrottles or not but the autoplt was disconnected; the throttles advanced and the nose lowered which cancelled all warnings within seconds. Our altitude was high enough that he thought it would be better to continue for a normal approach and landing. Again I believe that our speed at the time of the warning was between 150-160 KIAS as the airspeed indicator was the first instrument that I looked at as the PNF. Our vref approach speed was 137 KTS for the approach. At no time did the aircraft feel out of control. Once the speedbrakes were retracted and flaps 30 degree selected all became normal/stable in a very short period of time. Contributing factors: both of us being fairly new to the aircraft. Autothrottles disconnected; throttle back to idle with flaps 25 degrees and speedbrake deployed as altitude capture occurred. Short approach; visual; night. Supplemental information from acn 760007: cleared for in close visual approach; slowing and descending. Aircraft captured 3000 ft as set in MCP window. In selecting vertical speed to get aircraft descending again; PF allowed aircraft to slow; stall warning activated. Autoplt and autothrottles were disconnected and aircraft was flown to safe airspeed. More attention to airspeed/confign would have prevented this.

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Original NASA ASRS Text

Title: B757 FLT CREW ALLOWS STALL WARNING TO ACTIVATE DURING NIGHT VISUAL APPROACH WITH SPEED BRAKES EXTENDED AND THRUST AT IDLE. FLT CREW QUICKLY MAKES CORRECTIONS AND CONTINUES TO A NORMAL LANDING.

Narrative: WE WERE CLRED FOR A VISUAL APCH. THE CAPT WAS THE PF. I WAS THE PNF. THE AUTOPLT WAS ENGAGED WITH FLAPS 200/25 DEG (NOT POSITIVE) SPD BRAKES DEPLOYED AS WE WERE A BIT HIGH FOR THE APCH. AS THE AUTOPLT CAPTURED 3000 FT MSL THE SPD BLED OFF QUITE RAPIDLY TO APPROX 160 KIAS AT WHICH TIME THE STALL WARN/STICK SHAKER ACTIVATED. I'M NOT SURE IF THE CAPT DISCONNECTED THE AUTOTHROTTLES OR NOT BUT THE AUTOPLT WAS DISCONNECTED; THE THROTTLES ADVANCED AND THE NOSE LOWERED WHICH CANCELLED ALL WARNINGS WITHIN SECONDS. OUR ALT WAS HIGH ENOUGH THAT HE THOUGHT IT WOULD BE BETTER TO CONTINUE FOR A NORMAL APCH AND LNDG. AGAIN I BELIEVE THAT OUR SPD AT THE TIME OF THE WARNING WAS BTWN 150-160 KIAS AS THE AIRSPD INDICATOR WAS THE FIRST INST THAT I LOOKED AT AS THE PNF. OUR VREF APCH SPD WAS 137 KTS FOR THE APCH. AT NO TIME DID THE ACFT FEEL OUT OF CTL. ONCE THE SPEEDBRAKES WERE RETRACTED AND FLAPS 30 DEG SELECTED ALL BECAME NORMAL/STABLE IN A VERY SHORT PERIOD OF TIME. CONTRIBUTING FACTORS: BOTH OF US BEING FAIRLY NEW TO THE ACFT. AUTOTHROTTLES DISCONNECTED; THROTTLE BACK TO IDLE WITH FLAPS 25 DEGS AND SPEEDBRAKE DEPLOYED AS ALT CAPTURE OCCURRED. SHORT APCH; VISUAL; NIGHT. SUPPLEMENTAL INFO FROM ACN 760007: CLRED FOR IN CLOSE VISUAL APCH; SLOWING AND DSNDING. ACFT CAPTURED 3000 FT AS SET IN MCP WINDOW. IN SELECTING VERT SPD TO GET ACFT DSNDING AGAIN; PF ALLOWED ACFT TO SLOW; STALL WARNING ACTIVATED. AUTOPLT AND AUTOTHROTTLES WERE DISCONNECTED AND ACFT WAS FLOWN TO SAFE AIRSPD. MORE ATTN TO AIRSPD/CONFIGN WOULD HAVE PREVENTED THIS.

Data retrieved from NASA's ASRS site as of January 2009 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.