Narrative:

While on approach to runway 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 first officer 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 first officer 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 first officer caused a high workload environment. Our approach was stable; and on the glidepath. But I do not remember at all hearing the first officer 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 first officer duties lead to missing the spoilers call and flow. Completely my fault not just as the ca but as the pilot flying.

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Original NASA ASRS Text

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

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.

Data retrieved from NASA's ASRS site 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.