CRJ-200 flight crew reported a CFIT event during final approach in which the flight descended below assigned altitude. ATC issued a low altitude warning at the same time the flight crew was correcting.
Synopsis
CRJ-200 flight crew reported a CFIT event during final approach in which the flight descended below assigned altitude. ATC issued a low altitude warning at the same time the flight crew was correcting.
Narrative
I was PF (Pilot Flying) and CA (Captain) was PM (Pilot Monitoring) for this leg. The weather at ZZZ was good VFR; occasional light chop during decent. Approaching ZZZ; controller issued us to direct ZZZ then XX0 heading; descent 5000 ft.; [and] expect visuals for downwind Runway XR. We had backed up the ILS [Runway] XR for the visual. After passing ZZZ; we were cleared for the visual [Runway] XR. Having the airport in sight and abeam; I told the Captain that I'll be descending down to 2300 ft. from 5000 [ft.] to be at approximately 2300 ft. to intercept the GS at ZZZZZ (which is the FAF for the ILS); which we agreed on considering that there were no underlying terrain.As we turned base; I turned the AP (Autopilot) off. After turning the AP off and turning right base for [Runway] XR; I let myself get distracted looking for the airport and did not do a proper instrument scan and descended below 2300 ft. before ZZZZZ. (CA as PM stated during the debrief that it was approximately 300 [to] 400 ft. below published altitude on the chart.) After noticing the altitude; we immediately started a climb back to 2300 ft. As we began the climb; controller queried us for a low altitude alert; which we replied to 'correcting.' We could hear the 'low altitude alert' through the controllers transmission in the background. However; we did not receive a terrain alert or EGWPS messages. After climbing back to 2300 ft.; we intercepted the GS at ZZZZZ and landed at ZZZ without any issues.Causes [were] improper use of automation [and] improper instrument scanning [by] PF and PM. After a thorough debriefing; I realize that being a high minimums First Officer and lacking experience in rectangular patterns for visual approaches; it would have behooved for me to keep the AP on through the descent from 5000 ft. to 2300 ft.; let the airplane level off; intercept the localizer; and then if I wanted to; then turn the AP off.
Second reporter narrative
We were getting vectored to the final approach course with ZZZ Approach. During this time; I was Pilot Monitoring. While on the base leg; we had been cleared for the visual approach [Runway] XR into ZZZ as we had both the runway and airport in sight. We were about to configure the airplane with gear down and flaps 30 while on the base leg. I took my scan off the instruments for a few seconds so I could configure the airplane. Before I took my scan off the instruments; my First Officer who was the Pilot Flying; was at 2300 ft. in preparation for a visual approach. During this time while I was configuring the airplane; my First Officer lost about 400 ft. of altitude from our original altitude of 2300 ft. By the time my eyes went back to the instruments after briefly configuring the airplane; I realized my First Officer was off his altitude and I queried him. My First Officer responded by saying; 'correcting.'As the First Officer started correcting his altitude; ZZZ Approach Control told us we were now below the safe altitude. We responded to Approach Control by telling them we were correcting the issue. We were not near any obstacles and was able to constantly maintain visual with the runway and airport. We also did not trigger any terrain warnings or EGPWS warnings while flying. The flight then landed safely without incident.The main cause was a momentary lapse in instrument cross check. My First Officer was hand flying at the time and my cross check was off momentarily while configuring the airplane. Keeping a better instrument cross check will help from this event reoccurring. Next time; we will also be sure to utilize the autopilot a little bit longer so that we can maintain the pre-selected altitude better.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.