Air carrier flight crew reported receiving a low altitude alert from ATC due to crossing a fix 2;000 feet low.
Synopsis
Air carrier flight crew reported receiving a low altitude alert from ATC due to crossing a fix 2;000 feet low.
Narrative
Flying into GPI performing RNAV RMP 20 weather was 10 miles scattered 210 winds out of the south. Prior to top of decent we both performed independent route verification checking all altitudes and speed constraints were good; primarily checking on the ND (Navigation Display). we briefed the approach discussing threats. We discussed the terrain primarily focusing on the speed constraints for rf leg on the approach and how that would affect a go around; along with the special eng (Engine) out procedures for runway 20.We were 20000ft just outside of SKOTT. ATC gave us the clearance to cross SKOTT at or above 12000 cleared RNAV RNP 20. Since we were so close to SKOTT and no way we were going below 12000 at SKOTT; I selected 5700 (FAF alt) in the alt selector and armed the approach. We were above the flight path for the approach so I used speed breaks to get down on the vertical path of the approach. We crossed SKOOT well above 12000 and interacted the vertical path between SKOOT and EEVEL at an alt somewhere in the teens. Once we were on the vertical path our FMA (Flight Mode Annunciator) mode changed to final approach and we selected the missed approach altitude of 10000 in the alt selector. I was monitoring the approach and everything looked good inside and outside visually. I was looking at the magenta arrow on the ND (Navigation Display) indicting a level off outside of EEVEL. I thought it was looking good so I would be able to slow and configure for the approach. So we leveled at 8000 prior to EEVEL and I started slowing. about 0.5 miles prior to EEVEL we were starting the turn for HOBRU; ATC called us said he had a low alt. alert check our alt. Then ATC followed that with a clearance to cross EEVEL at 9000 still cleared the approach. We were already over EEVEL at 8000 no way we could cross at 9000. HOBRU having crossing restriction of 8000 and we were already passing EEVEL I continue the approach with the only changes being configuration changes for landing.After landing trying to understand why this happened over EEVEL. I see that I went below the mea of 10000 between SKOOT and EEVEL.
Second reporter narrative
We began to shoot the rnav approach into FCA. We were given SKOTT direct EEVEL. Both the captain and myself verified the points and restrictions independently. We crossed EEVEL at 8000ft and we notified of a low altitude alert by atc. After looking closer at the plate we noticed a partial line coming from SKOTT with a 10000ft restriction. Neither of us saw this on the plate and it wasn't in the FMS. It was day VFR and obstacle clearance was never in doubt.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.