Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Global 5000 (Bombardier)
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Autoflight System
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Training / Qualification; Situational Awareness; Communication Breakdown; Human-Machine Interface
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Human Factors; Software and Automation; Procedure
Primary problem: Human Factors

Narrative: In VFR conditions and clear of clouds on final approach to Runway XXL in ZZZ. ATC vectored us behind two other aircraft on final for the same runway and assigned us a speed of 160 kts. The aircraft was already configured with approach flaps and slowing. Tower advised that the aircraft in front of us had slowed further and advised us to slow to minimum approach speed. We fully configured the aircraft for landing and continued to slow. Tower advised we were still 60 kts faster than the preceding aircraft and requested us to do an 's' turn to the north to provide further spacing. The Pilot Flying; using the autopilot; initiated a 90 degree turn to the north (right) and continued to descend. We were clear of any traffic. The parallel runway was closed. About 80 degrees perpendicular to the approach course; using the autopilot; the Pilot Flying turned the aircraft back towards the runway. I; the Pilot Monitoring advised him to slow his descent rate; we were continuing to descend while maneuvering; using the autopilot the Pilot Flying slowed the rate of descent. At about the same instant at 2.5 mi from the end of the runway. Tower stated that he had a 'low altitude alert' on us and he advised us to 'initiate a climb'. The altimeter showed 860 ft above the water. The electronic glide path showed one dot low. The Pilot Flying immediately disengaged the autopilot pilot and applied back pressure to the controls. The aircraft immediately recovered to 1;100 ft agl. The Pilot Flying continued the turn towards the runway and descended on the glide path. At 1;000 ft agl; I; the Pilot Monitoring; reported 'stable'. I confirmed our landing clearance. At 500 ft agl; I reported 'stable'. We continued and landed. There were no TAWS warning triggered by the event. No alarms 'glide slope' or 'terrain to low' triggered.Less automation. Had the Pilot Flying turned off the autopilot for the maneuver and hand flown the aircraft; responding to the rate of descent would have happened in a more timely manner and an altitude low waning would have probably not been triggered. Hand flying would have managed the rate of descent better.




Synopsis: Global 5000 Captain reported an over reliance on automation caused them to go below altitude on approach; requiring a climb and subsequently continuing the approach.