Regional Jet 700 ER/LR (CRJ700)
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Distraction
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors
While on approach for the DCA river visual runway 19; I was the PF and got too low on the visual approach for our position relative to the airport. Prohibited airspace was NOT violated; but it was a distraction. While heavily focused on maintaining avoidance of the prohibited airspace in DCA; I mistakenly thought I was at the 'Key Bridge' point located at approximately 3 DME from DCA (which is recommended to cross at 900 ft MSL). I was however still outside the 4nm point and was at approximately 900-1000 ft MSL; realizing I was too low. We were fully configured; and I was slowing to our Vref speed. It was at this time that the NPF and I both became aware I was too low on the approach and I leveled out. At this time; while leveling out we got a 'Low altitude alert' from the tower controller and simultaneously was asked if we wanted runway 15 instead. We declined the runway change and I realized my position error; leveled out and re-stabilized before continuing for runway 19. No other issues arose and the approach was successful and stable from that point onward. I was so focused on avoiding the lateral issues with the approach; that I momentarily lost situational awareness with my vertical profile. I descended too fast and too soon; causing our vertical profile to be below recommended altitudes on the visual approach. In the future; it is very clear to me; that avoiding the prohibited airspace isn't the only focus; so much as it can be a distraction as well. Maintaining clearance of that airspace; is only one aspect of a successful and stabile approach. Following basic airmanship and company SOPs will keep the profile intact and maintain a stable approach for a successful outcome.
During the River Visual 19 into DCA; as PM; we received an obstacle audible alert from the aircraft as well as a low altitude alert from tower. At the time; we were making the turn around Crystal City and; from previous experience; could tell we were lower than usual. The CA/PF corrected it and made a safe landing on runway 19.A couple of factors led to this situation. Right before the tower asked us if 15 was acceptable; and for a second the PF maneuvered for that and then decided to continue with 19; the snowflake was built in a way I haven't seen before by the CA and it seemed to keep us lower than usual; the CA also mentioned it was only his second time into DCA. Though I did mention we seemed low; I should have been more assertive.
CRJ700 flight crew reported getting low during the River Visual to Runway 19 at DCA. An EGPWS obstacle alert and a low altitude alert from the Tower were received at about 4 DME and 900 feet. The descent is arrested momentarily to regain the profile before landing on Runway 19.