Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Flight Crew Type 275
Human-Machine Interface; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Procedure; Human Factors
Was cleared visual approach [Runway] 23 / asked to turn short final inside of GS Intercept Altitude for traffic. Changed Alt Select from 2;300 feet to 1;500 feet and selected VS (Vertical Speed) descent of 700 rpm to get below GS. Descending below 1;800 feet or so; received Low Altitude Alert from ATC / Tower. Deactivated AutoPilot; added power and initiated climb to intercept GS.ATC Low Altitude Alert followed later (approximately 5-10 sec of 'Glideslope' call-out from GPWS.Two causal items: short turn to final / cleared for visual approach at altitude that would put us above glide slope; so selected lower altitude and initiated descent. Second causal item was over aggressive selection of Altitude Select to 1;500 feet . . . In retrospect should have selected something like 1;900-2;000 MSL given field elevation of 700 feet.De-selected AP and climbed to 2;000-2;100 feetWe actually discussed not accepting a short turn to final as part of approach briefing . . . When cleared for the visual; initially turned right to extend final leg; but then was asked by ATC to turn to a left heading given other arriving traffic behind us. In retrospect; could have indicate unable; but that seemed unnecessary given overall regime; weather; etc. Second suggestion would be to double-think / exercise caution in selecting an altitude above the DH but below the FAF / GS Intercept Altitude.
Air carrier F/O reported receiving a low altitude alert from ATC on approach to BUF.