Narrative:

We had just went missed into ase and we were in the process of asking for another approach. We were on the published missed and ATC had told us to expect the approach over liftt. I was trying to get the FMS set back up for the approach. The first officer had been really behind on the first approach and the missed. I decided to take control over the FMS. In the process the first officer had already started to execute some changes and the aircraft had started a turn. I told the first officer to get a vector. Knowing that ase airspace is rather tight with ege I knew we needed to be quick. I reloaded the FMS and then tried to clean up the box as ATC told us to turn direct liftt and cleared for the approach. No altitude or heading was given. Things would not cleaned up correctly and I just went to green needles to intercept the localizer.at that point the first officer noticed the FMS was on page 2 and went ahead and cleaned up the FMS. The localizer captured and were at 14;200. At this point I looked up to make sure we were headed in the correct direction and the entire valley was now covered in fog. I was a little disoriented as only 5 mins earlier we could see airport with a few low level clouds. I noticed a few key terrain features and knew we were headed in the correct direction. The first officer was still a little task saturated and I set a lower altitude to start down and I begin to call for flaps and get the aircraft configured for landing. In the process I confused where we were on the approach and set 12;300 instead of 13;600 to cross liftt. About 3 miles from liftt ATC gave a low alt alert and told us cross liftt at 13;000. I immediately turned off the autopilot and climbed the aircraft back to 13;000. At that point we were at 12;600. Going missed in ase is a complex procedure and trying to get the FMS reprogrammed for another approach is not easy. Ase has very limited airspace and this really brings down the time you have to properly set things up. The first officer is rather [junior] and the first approach he was rather behind and that led me to have to worry about more things and become task saturated. When we left the ramp; I noticed a strange mx issue with the flaps/slats indicator and we had to pull back into the ramp and have mx reset a few things. After the mx issue was taken care of we left only to be told that we had a ground stop into ase. Was waited 45 mins to depart. I had also not flown in almost 3 weeks due to not being used on reserve and days off. I had also not slept well the night before and felt a little tired. I should have slowed things down to help bring the first officer back into the game and given us more time to set up and brief the approach again. I know ase pretty well and I feel proficient flying in there. I was rushed with the airspace and I should have asked for more vectors for more time. I should have transferred the controls to the first officer while I took care of the FMS and briefed the approach.

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Original NASA ASRS Text

Title: Air carrier flight crew reported they received a low altitude alert from ATC on approach into ASE citing workload; weather; and situational awareness as contributing.

Narrative: We had just went missed into ASE and we were in the process of asking for another approach. We were on the published missed and ATC had told us to expect the approach over LIFTT. I was trying to get the FMS set back up for the approach. The FO had been really behind on the first approach and the missed. I decided to take control over the FMS. In the process the FO had already started to execute some changes and the aircraft had started a turn. I told the FO to get a vector. Knowing that ASE airspace is rather tight with EGE I knew we needed to be quick. I reloaded the FMS and then tried to clean up the box as ATC told us to turn direct LIFTT and cleared for the approach. No altitude or heading was given. Things would not cleaned up correctly and I just went to green needles to intercept the LOC.At that point the FO noticed the FMS was on page 2 and went ahead and cleaned up the FMS. The LOC captured and were at 14;200. At this point I looked up to make sure we were headed in the correct direction and the entire valley was now covered in fog. I was a little disoriented as only 5 mins earlier we could see airport with a few low level clouds. I noticed a few key terrain features and knew we were headed in the correct direction. The FO was still a little task saturated and I set a lower altitude to start down and I begin to call for flaps and get the aircraft configured for landing. In the process I confused where we were on the approach and set 12;300 instead of 13;600 to cross LIFTT. About 3 miles from LIFTT ATC gave a low alt alert and told us cross LIFTT at 13;000. I immediately turned off the autopilot and climbed the aircraft back to 13;000. At that point we were at 12;600. Going missed in ASE is a complex procedure and trying to get the FMS reprogrammed for another approach is not easy. ASE has very limited airspace and this really brings down the time you have to properly set things up. The FO is rather [junior] and the first approach he was rather behind and that led me to have to worry about more things and become task saturated. When we left the ramp; I noticed a strange MX issue with the flaps/slats indicator and we had to pull back into the ramp and have MX reset a few things. After the MX issue was taken care of we left only to be told that we had a ground stop into ASE. Was waited 45 mins to depart. I had also not flown in almost 3 weeks due to not being used on reserve and days off. I had also not slept well the night before and felt a little tired. I should have slowed things down to help bring the FO back into the game and given us more time to set up and brief the approach again. I know ASE pretty well and I feel proficient flying in there. I was rushed with the airspace and I should have asked for more vectors for more time. I should have transferred the controls to the FO while I took care of the FMS and briefed the approach.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.