EMB-175 flight crew reported ATC issued a low altitude alert on approach.
Synopsis
EMB-175 flight crew reported ATC issued a low altitude alert on approach.
Narrative
We were coming into ZZZ on a VMC day on the ZZZZZ X and we were in continuous moderate turbulence passing through 12;000ft. The bottom altitude of the STAR is 10;000ft; and I heard ATC issue us a clearance down to 7;000ft. I bugged 7;000ft; but I do not remember if I announced that to my FO (First Officer) or if my FO acknowledged my input. While this was happening; I was trying to slow the aircraft while getting configured; as ATC had us at 290kts assigned 5 miles from the last fix of the STAR which had a 210kt speed restriction. Passing through 8;000ft; my FO said that we felt low; and I agreed. Just as we were about to query ATC; ATC asked us if we were on a base leg to the runway. We said we were not and then ATC issued us a low altitude alert; and told us to turn to a heading and climb to 8;000ft. Immediately thereafter; ATC cleared us for the visual XXR; and we made a stable approach to a landing. At no time did we ever get a GPWS warning or did ATC issue us a brasher warning. As we were debriefing at the gate; the FO mentioned the clearance might have been down to 9;000ft instead of 7;000ft; but he wasn't sure. Additionally; neither one of us recalled a visual approach clearance prior to the low altitude alert. While we did not receive a brasher warning; I am writing this report in case we accidentally had an altitude deviation. Cause: Task saturation. I was task saturated trying to keep the aircraft from overspeeding in moderate turbulence and lost overall situational awareness. If I had taken a second; I would have realized bugging an altitude that was lower than the FAF altitude would not make sense; and then queried either my FO or ATC or both.Suggestions: I will adopt a technique I was seen several pilots do; which is to keep a hand on the altitude selector knob until the other pilot verbally confirms the new input. Additionally; knowing the surface conditions at ZZZ were gusty; I should have asked to slow earlier than I did to alleviate some of the workload and prepare for a turbulent arrival and approach.
Second reporter narrative
I was pilot monitoring. We were transitioning from the ZZZZZX arrival into the downwind for XXR visual approach. As we were coming in on the STAR we started picking up light to moderate consistent chop; that continued all the way down to landing. LLWS was in effect for ZZZ airport. As we entered in on the left downwind for Runway XXR ATC had given us a clearance to 9;000 ft. PF began to set the altitude as we were still getting bumped around. With these bumps and planning for our approach we missed the standard callout for setting the altitude. As we began to descend through 9;000 feet I know we were starting to get close to some terrain in the surround area. I checked the plate for the ILS XXR and noticed that the FAF was 7;400'. I then promtely ask the Captain if we were cleared down to 7;000' because that was the altitude that was in the altitude select window. As I was questioning the altitude to my Captain; Approach Control had come on the radio and ask if we were in our base turn. I responded that we were not and that we were still in the downwind. ATC then responds saying we were issued 9;000' and that we have a low altitude alert and to turn left immediately and climb back up to 9;000'. We complied and Approach Control then cleared us for the visual and we continued to land safely. No other issues or a brasher warning given. Cause: We had missed the altitude select call out that is standardized. I believe it was due to the light to moderate chop we were experiencing while trying to configure the aircraft for landing. We ultimately got task saturated and missed a standard callout out that would have mitigated this issue. Suggestions: This situation will always be in the back of my head on what missing a standard callout can have a chain reaction that can be noticed later in flight once something might be going wrong.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.