Date: 201809
Local time of day: 1201-1800
Location: MSP.Airport, MN
Flight conditions: VMC
Weather elements / visibility: Haze / Smoke
Light: Daylight
Aircraft: Regional Jet CL65; Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MSP
ATC / advisory: TRACON M98
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Human factors: Distraction; Time Pressure; Workload
Anomaly: Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Pilot Flying (PF) descended below the glideslope due to multiple changes from ATC. It was a visual approach and when the Pilot Monitoring (PM) realized we were below the glideslope opted to maintain current altitude until intercepting the glideslope again. ATC called a low altitude alert; but the approach was continued. The aircraft landed without event. ATC changed our arrival below FL180 increasing the workload for the PM. It was a hazy day so visibility was limited. ATC was expecting us to call a visual but the PF was unable to identify the airport. ATC originally had given us direct to a fix; but since we had not called the airport in sight gave us a heading to intercept the ILS and cleared us for the ILS. PF began getting behind the automation but started calling for the flaps at the appropriate time. We were still in white needles to intercept the fix (contrary to our clearance) but the PF found the airport and we were cleared for a visual approach. PF felt behind and pulled the spoilers to slow the aircraft when flaps could have been put in. PF called for gear down prior to flaps 20 and was reminded by PM. While configuring the PF dialed a lower altitude prior to intercepting the FAF. Flaps were called on schedule. When calling for flaps 45 it was discovered by the PF that the spoilers were still out. This was corrected. Upon reaching flaps 45 the PM realized they were descending below the glideslope (full scale). The descent was arrested 1000 ft above field elevation. PM stated to no longer descend. PF opted to re-intercept the GS from our current altitude. ATC stated altitude alert; and we responded we were correcting. The approach was continued though the approach was unstabilized (due to glideslope full scale and below 1000ft). Conditions were visual and no obstacles were anticipated during the approach. The aircraft was never below 800ft AGL prior to re-intercepting the GS. The AC was landed without event. Switching to green needles (as ATC had originally cleared us) could have mitigated a lot of the errors that came from this event. Better PM skill and scan could have prevented getting too low. A go around upon realization of error.




Synopsis: CRJ Captain reported a low altitude alert from ATC while on approach to MSP.