Narrative:

While inbound to phl, on V210 20 mi east of lan VOR, phl approach reported VFR traffic at 12 O'clock 7 mi at 7700'. The captain had made a descent to 8000' MSL on autoplt, with automatic throttles off. After level off, distracted by the traffic report he failed to reengage automatic throttles or add power from idle. My attention was outside the cockpit searching for the traffic. The captain saw the traffic and was pointing it out to me when the stick shaker activated. Airspeed had decayed to 160 KTS from 250 KTS. Using power and flaps, airspeed was recovered after a loss of 300'. Basically no one had been flying the aircraft. The captain was a newly upgraded first officer, still on high limits. Had he engaged the automatic throttles the incident would not have occurred. I shouldn't have let a traffic problem distract me from backing up the flying pilot. The incident occurred on the final leg of a 4-DAY trip and I feel fatigue played a part in our performance. The aircraft we were flying had a totally different autoplt and performance management system from aircraft we flew before our airlines merger. Both of us were not totally comfortable operating it. We received very minimal training in its operations after airline merger.

Related reports:

Google
 

Original NASA ASRS Text

Title: CAPT OF ACR MLG LEVELING AT 8000' DURING ARR INTO PHL FORGETS TO REACTIVATE THE AUTO THROTTLES WHEN ARRESTING DESCENT. FLT CREW GETS DISTRACTED WITH TRAFFIC WATCH WHILE ACFT SLOWS TO STICKSHAKER SPEED. ACFT LOST 300' WHILE RECOVERING FROM INCIPIENT STALL.

Narrative: WHILE INBND TO PHL, ON V210 20 MI E OF LAN VOR, PHL APCH REPORTED VFR TFC AT 12 O'CLOCK 7 MI AT 7700'. THE CAPT HAD MADE A DSCNT TO 8000' MSL ON AUTOPLT, WITH AUTO THROTTLES OFF. AFTER LEVEL OFF, DISTRACTED BY THE TFC REPORT HE FAILED TO REENGAGE AUTO THROTTLES OR ADD POWER FROM IDLE. MY ATTN WAS OUTSIDE THE COCKPIT SEARCHING FOR THE TFC. THE CAPT SAW THE TFC AND WAS POINTING IT OUT TO ME WHEN THE STICK SHAKER ACTIVATED. AIRSPEED HAD DECAYED TO 160 KTS FROM 250 KTS. USING POWER AND FLAPS, AIRSPEED WAS RECOVERED AFTER A LOSS OF 300'. BASICALLY NO ONE HAD BEEN FLYING THE ACFT. THE CAPT WAS A NEWLY UPGRADED F/O, STILL ON HIGH LIMITS. HAD HE ENGAGED THE AUTO THROTTLES THE INCIDENT WOULD NOT HAVE OCCURRED. I SHOULDN'T HAVE LET A TFC PROBLEM DISTRACT ME FROM BACKING UP THE FLYING PLT. THE INCIDENT OCCURRED ON THE FINAL LEG OF A 4-DAY TRIP AND I FEEL FATIGUE PLAYED A PART IN OUR PERFORMANCE. THE ACFT WE WERE FLYING HAD A TOTALLY DIFFERENT AUTOPLT AND PERFORMANCE MGMNT SYSTEM FROM ACFT WE FLEW BEFORE OUR AIRLINES MERGER. BOTH OF US WERE NOT TOTALLY COMFORTABLE OPERATING IT. WE RECEIVED VERY MINIMAL TRAINING IN ITS OPERATIONS AFTER AIRLINE MERGER.

Data retrieved from NASA's ASRS site as of July 2007 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.