Date: 201408
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: Marginal
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: Tower ATL
Aircraft component: Speedbrake/Spoiler
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Human factors: Situational Awareness; Workload
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Coming back from a continuous duty over night we were advised by ATC to expect a 'Visual to Runway 9L Short Approach'. ILS 9L was already loaded up in the FMS (to back up the visual) and briefed accordingly on initial descent. While descending out of 10;000 FT the next Controller advised us of a change to 'Visual to Runway 9R Short Approach'. Captain (the pilot not flying) loaded up ILS 9R in the box to back up the new visual approach and I quickly briefed it. We were then cleared to descend to 3;000 FT. Descending through 4;000 FT and turning base we could NOT see the airport due to a low level cloud deck that blocked our ground vision. Therefore; ATC did a last minute change of our clearance from a visual to an ILS 9R Approach. Joining final between EEASY and BURNY (FAF); our speed was still 210 KTS and we were then instructed to slow to 180 KTS till BURNY. The glideslope was already being intercepted just prior to BURNY (FAF) and the aircraft started descending; making it hard to slow down and configure. At that time I disconnected the autopilot; deployed full spoilers and started quickly to slow down the aircraft and configure. Passing 1;000 FT AGL and being distracted by all these last minute configuration changes; I slightly went below the glideslope and when the warning 'Glideslope' came on; I attempted to correct by declaring 'Flying up to the glideslope'; adding power and decreasing the rate of descent. Tower also came with a warning to check our altitude. However; with all the workload I forgot that the spoilers were still fully extended; so as I was decreasing the rate of descent to fly up to the glideslope; a stick shaker came on. At that time the Captain immediately stowed the spoilers and I was already pitching the aircraft down to accelerate and the shaker quickly went away. I then reestablished the aircraft on the glideslope somewhere between 500 FT -1;000 FT AGL and made a smooth and uneventful landing.Feeling rushed by ATC (twice); first changing runways from 9L to 9R; then while being vectored for a short visual approach changing from a 'visual' to an 'ILS' approach just outside the FAF while speed is still fast (210 KTS) and glideslope being intercepted before getting a chance to slow down and configure. Pilot errors: 1) Forgetting the spoilers extended while attempting to fly up to catch a glideslope deviation; and 2) Not initiating a go-around as aircraft was not on a stabilized approach at 1;000 FT; nor when the stick shaker came on.




Synopsis: CRJ200 First Officer reports a last minute runway change and to an ILS instead of a visual; resulting in an unstabilized approach with stick shaker activation due to the spoilers being fully extended and forgotten. The spoilers are retracted and the approach is continued to a landing.