Date: 201701
Local time of day: 1201-1800
Location: TRI.Airport, TN
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 E TRI
ATC / advisory: TRACON TRI
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Anomaly: Deviation - Speed All Types; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Coming into TRI we were getting radar vectors for an approach to Rwy 23 back up with ILS. We descended from 7000 to 4000 using flight spoilers to maintain airspeed while still being able to descend. At 4000 feet I identified the airport and we decided we would be able to keep in in sight and reported such to ATC. We then got cleared for the visual for rwy 23. Entered 5 mile left downwind and the aircraft being at 200 knots I called for and the Captain selected flaps 8; then flaps 20; and I slowed aircraft to 180 knots. The plan was to go in a left base before the FAF; MOCA; to intercept localizer and track it inbound. The visibility was ten miles and I had full view of the runway/airport environment. I also had perfect view of the surrounding mountainside and peaks. Turning base I called for gear down. Upon reflection after the fact I realized I had started my base turn early; but that mistake led me to get overly focused on the automation.I turned off the autopilot and started hand flying it since I realized that the automation selected would have made me blow pass the course and was still way high on approach. Flying it manually I started turning to final but being so focused outside I neglected scanning my inside instruments and my airspeed. What I had also forgotten was that a notch of spoiler was still selected so the barber pole bar came up quickly. This lead to a stick shaker incident. I decreased my angle of attack and was in process of adding power when the Captain; seeing the unstable approach and also noticing the stick shaker; took the controls. He then continued to maneuver the aircraft on a stabilized final approach and touchdown at normal Vref speed. We then taxied into the terminal.Main error is I neglected my instrument scan while hand flying the visual approach. Another error was due to the spoiler lever still in the selected position as opposed to full forward and stowed. Threats where low airspeed in mountainous terrain and that led to unstable approach not matching the normal visual profile.In the future; I will make sure to never let my hand go from the spoiler lever if I have selected some to assist in descent or speed control. Hearing a stick shaker was definitely a wakeup call that I will not forget. I will also make sure to keep my scan both inside and outside much more rapid and not focus on just one area.




Synopsis: CRJ-200 First Officer reported receiving a stick shaker on approach after losing situational awareness.