Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Training / Qualification; Workload; Situational Awareness
Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter CFTT / CFIT
Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Weather; Human Factors
Shortly after breaking out of the clouds (approximately 800 ft.) while on the LDA Z 19 approach we received a low altitude warning from DCA Tower. We did not receive a GPWS indication in the flight deck. After passing BESSE we began our descent to 770 ft. as per the CDFA procedures at 800fpm. At approximately 5.4 DME from IVWH (1.4 miles from WEVPU) using Predictive Monitoring I detected we were just a little low (approximately 1300 ft.) and mentioned to the PF (Pilot Flying) to slow the descent rate so as to cross WEVPU at 1100 ft. The PF complied; however the time it took for me to state this; the time it took to the PF to take action; and the time it took the aircraft to respond allowed the passing of WEVPU slightly below 1100 ft. We continued the descent and shortly thereafter broke out of the clouds at approximately 800 ft. At this point we received the low altitude warning from Tower. At that point we were both looking for the runway and had a good visual conditions. Realizing we were low and slowly descending I asked the PF to disconnect the autopilot; hand fly; stay over the river; maintain current altitude; which took the PF some time to comprehend and take action. The PF then maintained altitude or a very slow descent until we had proper VASI indications. In the future I plan to fly all LDA Z approaches myself. This approach is challenging and things happen fast. Having to coach less experienced pilots during the approach and conduct other PM (Pilot Monitoring) duties is completely task saturating. The more I fly this approach the more I believe it should be a Captain only approach. I would also like to add that within 15 to 20 minutes of our beginning this approach there were 2 or 3 special ATIS reports as the ceiling was dropping rapidly. This should have (and will be in the future) an indication for me as the Captain to transfer controls from the FO (First Officer) to myself.
CRJ-900 Captain reported receiving a low altitude alert from DCA Tower on the LDA Z Rwy 19 approach.