EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Situational Awareness; Distraction
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors
After being cleared to 2;500 feet on a vectored downwind for Runway 5R; we called visual with the runway and were cleared for the visual approach to 5R/ call tower. We had discussed extending out past the FAF and how it would help with speed reduction whilst still in the descent and had agreed to turn in at [3 miles to the FAF] to give the FO time to set up for the approach.As I checked in with the tower I did not notice we had descended below 2;500 feet and as tower gave us clearance for landing they issued a low altitude alert. For some reason the FO had set a lower altitude before the autopilot had captured the 2;500 feet; we were still turning and outside the FAF. I called that we were correcting for altitude and watched as the FO climbed back up with the application of throttle override.We had unrestricted visibility and recovered to a safe altitude whilst still in a position (in my experience) to safely conduct the approach; however during the recovery he had over sped the flaps by 4 knots. The rest of the procedure went fine and we were fully configured on a stable approach well above requirements for the landing.
I was the pilot flying on the flight; descending through 4;000 feet MSL cleared to 2;500 MSL. I was given an approach clearance to 5R and I was headed for the final approach fix heading northwest. Indicated airspeed was 250 knots; I was concerned that I was going to turn in over the glideslope and set a lower altitude to continue my descent.When I turned on final I had flaps 2; gear down; the airspeed was under 200 knots and I was low. To correct I added power and exceeded the flaps 2 limitation by four knots for between two and five seconds. The aircraft was configured and stabilized on the final approach; I was concerned about the approach and took action to ensure that it was stable. On the ground we had maintenance come out and inspect the flaps.
An ERJ-175 flight crew descended below the Final Approach Fix altitude before passing the FAF. ATC issued a landing clearance as well as a low altitude alert. The co-pilot applied power to climb and in so doing; exceeded flaps 2 speed by approximately 4 knots.