Date: 201708
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: Marginal
Weather elements / visibility: Rain
Light: Night
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class G ZZZ
ATC / advisory: CTAF ZZZ
Aircraft component: Spoiler System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Fatigue; Workload; Situational Awareness
Second reporter function: First Officer; Pilot Not Flying
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Weather
Primary problem: Human Factors

Narrative: While on Approach to RWY 35 we had just come through the overcast and were maintaining 6;000 ft. We were cleared for the Approach almost 20 miles out. We elected not to cancel IFR as there was a scattered cloud layer around the airport. However we were told to maintain 6;000 ft till established inbound on the localizer. Maintaining this altitude brings you in above the glideslope. To be able to get down fast enough to catch the glideslope while still slowing to achieve Vref spoilers had to be used. I had to click the autopilot off and hand fly in order to catch the glidepath. I remember the FO struggling with the CTAF frequency even though we had it preprogrammed into the #2 comm. This led to a little bit of confusion. We reached the proper glidepath and inside 1;000 ft we received the spoilers caution message. At that point the FO reached over to retract the spoilers. Landing was made soon after and taxied into the gate without incident.During the flight; items happen very fast with such short flight time. Weather was not good and workload was high. A HUGE contributing factor was exhaustion. A 4 leg flying day; going into a mountain surrounded airport at night with marginal weather and a low experience FO caused a high workload environment. Our approach was stable; and on the glidepath. But I do not remember at all hearing the FO call 1;000 ft. With our new CA flows to check spoilers I believe not hearing that call kept me focused on the approach since I was hand flying at the time. But being beyond tired and trying to keep with the FO duties lead to missing the spoilers call and flow. Completely my fault not just as the CA but as the pilot flying.


Second narrative: We were on the approach. It was dark; raining lightly; a few clouds; but pretty good visibility. It was at night; past my bedtime; and the tower was closed. The captain was the pilot flying; I was the pilot monitoring. We were using the ILS as a backup. The captain used the flight spoilers during the descent; and then forgot that they were still out. We got rather busy during the transition to the approach; we had a little difficulty getting the runway in sight. I had a little confusion on finding the correct frequency to turn on the runway lights. The aircraft was stabilized by 1000 feet; however I forgot to make the 1000 foot call out; and neither of us realized that the flight spoilers were still out. I did make the 500 foot call out. At about 100 feet AGL I realized that the spoilers were out; and I reached over and pushed the spoiler lever forward. We landed without further incident. Caused by fatigue; lack of alertness; late time of day; getting behind the aircraft during the transition to approach phase.


Synopsis: CRJ900 flight crew reported neglecting to stow the spoilers until shortly before landing.