A320 flight crew reported ATC descended them too low and then issued a Terrain Alert. While distracted by the Low Altitude Alert the Captain flew through the final approach course.
Synopsis
A320 flight crew reported ATC descended them too low and then issued a Terrain Alert. While distracted by the Low Altitude Alert the Captain flew through the final approach course.
Narrative
Incorrect altitude on approach. We were on the ZZZZZ into ZZZ; on the last leg of a four day trip. Upon checking in with Approach Control; we were told to expect vectors to the ILS XXR with an approximately nine mile final. A lot of things happened in quick succession between the end of our downwind and when the controller broke us off the approach. I don't think my memory of the order of events is exactly right; but it's close; and it's to the best of my recollection. Somewhere prior to ZZZZZ on downwind we were told to maintain present speed (240) and given a descent to 3000 ft. I selected speed 240 and pulled for Open Descent to 3000 ft. Not long after that while still in a descent; passing maybe 5000 ft.; we were given speed 210 and told to hustle down to 2000 ft. I clicked off the autopilot to get the full benefit of flight spoilers and we continued descent while slowing. Somewhere below about 3500 ft. approach thanked us for hurrying down and slowed us to 170 kts. I believe there was also a frequency change in here; but I'm not sure. I asked for and received flaps 2 on speed. We were given a base turn; and nearing 2000 ft. the Controller asked us to confirm we were leveling at 2400 ft. I was passing 2200 ft. still hand flying and leveled off while the FO (First Officer) said we were going to 2000 ft. as assigned. I'm now ignoring the flight director pitch command. The Controller said something like; 'Low altitude no wait you look like you're good just stay at 2200' and gave us another turn to final and cleared us for the approach. I start the turn and am now ignoring both pitch and bank commands on the flight director and unsure why the FO hasn't changed the FCU. Unfortunately; the altitude horn was going off because I had leveled at 2200 ft. and the altitude window was still set to 2000 ft. I saw that the FO was confused and frustrated at the source of the horn; but I couldn't turn on the autopilot because I didn't want it to continue down to 2000 ft. and I was in a turn; so I said something like; 'It's an altitude horn; cancel it.' and pointed at the FCU. Not only was I too loaded up with hand flying to explain how to kill the horn and request FCU input; but upon debriefing; I learned that the FO was only partially able to hear what ATC or I was even saying over the horn.The FO canceled the horn; but by that point; I had not rolled out of my turn and was turning away from the final approach course by about 30 degrees AND had descended to about 2080 ft. while distracted; and ATC had asked like eight questions in rapid succession that the FO was too confused to answer. ATC exclaimed we were turning away from the course and said; 'Low altitude alert; I'm gonna break you off' and gave us a climb to 3000 ft. and a turn. The FO input it into the FCU; and I got the autopilot on ASAP. We cleaned up from flaps 2 to flaps 1; made sure the approach was still loaded in the box; received another downwind-to-base turn and clearance for the ILS XXR; and landed normally.
Second reporter narrative
Incorrect altitude on approach. We were on the ZZZZZ into ZZZ; on the last leg of a four day trip. Upon checking in with Approach Control; we were told to expect vectors to the ILS XXR with an approximately nine mile final. A lot of things happened in quick succession between the end of our downwind and when the controller broke us off the approach. I don't think my memory of the order of events is exactly right; but it's close; and it's to the best of my recollection. Somewhere prior to ZZZZZ on downwind we were told to maintain present speed (240) and given a descent to 3000 ft. I selected speed 240 and pulled for Open Descent to 3000 ft. Not long after that while still in a descent; passing maybe 5000 ft.; we were given speed 210 and told to hustle down to 2000 ft. I clicked off the autopilot to get the full benefit of flight spoilers and we continued descent while slowing. Somewhere below about 3500 ft. approach thanked us for hurrying down and slowed us to 170 kts. I believe there was also a frequency change in here; but I'm not sure. I asked for and received flaps 2 on speed.We were given a base turn; and nearing 2000 ft. the Controller asked us to confirm we were leveling at 2400 ft. I was passing 2200 ft. still hand flying and leveled off while the FO (First Officer) said we were going to 2000 ft. as assigned. I'm now ignoring the flight director pitch command. The Controller said something like; 'Low altitude no wait you look like you're good just stay at 2200' and gave us another turn to final and cleared us for the approach. I start the turn and am now ignoring both pitch and bank commands on the flight director and unsure why the FO hasn't changed the FCU. Unfortunately; the altitude horn was going off because I had leveled at 2200 ft. and the altitude window was still set to 2000 ft. I saw that the FO was confused and frustrated at the source of the horn; but I couldn't turn on the autopilot because I didn't want it to continue down to 2000 ft. and I was in a turn; so I said something like; 'It's an altitude horn; cancel it.' and pointed at the FCU. Not only was I too loaded up with hand flying to explain how to kill the horn and request FCU input; but upon debriefing; I learned that the FO was only partially able to hear what ATC or I was even saying over the horn.The FO canceled the horn; but by that point; I had not rolled out of my turn and was turning away from the final approach course by about 30 degrees AND had descended to about 2080 ft. while distracted; and ATC had asked like eight questions in rapid succession that the FO was too confused to answer. ATC exclaimed we were turning away from the course and said; 'Low altitude alert; I'm gonna break you off' and gave us a climb to 3000 ft. and a turn. The FO input it into the FCU; and I got the autopilot on ASAP. We cleaned up from flaps 2 to flaps 1; made sure the approach was still loaded in the box; received another downwind-to-base turn and clearance for the ILS XXR; and landed normally.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.