Date: 201807
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Regained Aircraft Control
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The event started in the final stages of the arrival. We were set up for the LDA RWY XX approach into ZZZ. After passing ZZZZZ; Approach Control had asked us to slow from 250 knots to 190 knots; to turn to a heading of 180; and descend at an altitude of 3000 feet. The Captain (Pilot Flying) had disengaged the auto-throttle and brought the thrust levers to power-idle. Once established on a heading of 180; Approach Control then cleared us to intercept the LDA localizer and commence the approach. As the aircraft rolled left to intercept; the speed dropped below 190 knots and the amber section of the Low Speed Awareness Tape rapidly increased. Both myself and the Captain simultaneously reached for the thrust levers and controls to rapidly correct the action; however; the stick shaker activated. The Captain quickly regained control of the aircraft. Once control was regained; the aircraft was properly configured; the localizer was intercepted; and the approach occurred without any further incident. This event could have been prevented by a number of practices. For one; decelerating to a speed bugged below green dot + 10 without flap configuration (in this case; configuring to flaps 1) is poor procedural technique. Flaps 1 should have been deployed. Also; disengaging the auto-throttles contributed to this incident as they would have provided a further safety net to preventing a slow speed situation. With the aircraft turning to join the localizer; the situation only worsened with the increased bank angle. Finally; as Pilot Monitoring; this event has been rather sobering. Despite replying to numerous scattered ATC clearances directed at us (heading; altitude; [and] approach clearance); making glances towards the approach plate; and ensuring the appropriate light switches were turned on; I should have been much more diligent in watching the aircraft's configuration; attitude; and Flight Mode Annunciation display.


Second narrative: Downwind for RWY XX LDA approach; autopilot on 250 knots. [We were] told to slow 190 knots. [We] dialed airspeed to 190 [and] brought throttles to idle and disconnected auto throttles to slow quicker. [We were] told to turn direct to a ZZZZZ cleared LDA RWY19. FO put in direct ZZZZZ and was cleared for approach. As we were in the turn to ZZZZZ fix; I forgot I had auto throttles off. [I] saw airspeed slow and added power to compensate. We got the stick shaker in the turn to intercept fix as I was adding power. Stick shaker ceased; speed was sufficient; configured flaps; [and] gear landing to RWY XX normal. I normally have my hand on throttles if auto throttles are off. I need to tell FO if I am turning off auto throttles. In the future; I do not want to turn off auto throttles unless it is an absolute necessity


Synopsis: E175 flight crew reported the airspeed decreased and the stick shaker activated as the aircraft rolled to intercept the localizer.