Narrative:

Tower gave us a low altitude alert on visual approach to runway xx. ATC had cleared us to the final approach fix of zzzzz and to descend to 4;000 feet. The wind was calm with 10SM visibility and sky clear. We saw the field; ATC cleared us [for] the visual. We flew the visual with the RNAV (GPS) xx as backup. I bugged 3;000 feet which was the crossing altitude for zzzzz. At this point we were still slowing and descending. I felt that our angle on the direct zzzzz was going to have us turn final inside the fix. The pilot monitoring stated we were right on; to slightly below the glideslope and it looked good. Instead of setting 2;800 feet I had set 2;400. Nobody caught it. We were cleared at this time for a visual approach. We were crossing over zzzzz; 5.2 miles from runway xx. I saw we were in flight path angle mode at 3.8 degrees and at 2;400 feet MSL. The radar altimeter read between 1;200-1;100 feet. Pilot monitoring said 'altitude.' I turned off the autopilot and hand flew. I started a slight climb and joined final. At this point tower said he received a low altitude alert. We maintained that altitude for about a mile and a half until the glide slope intercepted; and continued the approach.on our preflight brief we both spoke about how the captain had not flown in 9 days and over a month for myself. During the approach brief the captain brought up the fact that if we are cleared the visual approach to be careful not to get too high as it's a 90 degree turn from our flight path direct zzzzz to the runway. I believe our recency of flying and my caution of not getting too high on the visual approach affected my decision making. On our debrief we talked about how we were in good shape to make a normal base to final approach but I just felt like I was high. I should have called for the go around instead of just maintaining a below traffic pattern altitude until reaching the slope intercept. A go around would have given us safe altitude and presented the opportunity for me to better reset for a visual approach. In the future I will be more forceful with expressing my inputs and not allow a lower altitude to be selected and flown when already below a glideslope. Also; in high workload environment maintain pilot flying duties.

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Original NASA ASRS Text

Title: Embraer 175 First Officer reported receiving a low altitude alert from the Tower while on a visual approach.

Narrative: Tower gave us a low altitude alert on visual approach to Runway XX. ATC had cleared us to the final approach fix of ZZZZZ and to descend to 4;000 feet. The wind was calm with 10SM visibility and sky clear. We saw the field; ATC cleared us [for] the visual. We flew the visual with the RNAV (GPS) XX as backup. I bugged 3;000 feet which was the crossing altitude for ZZZZZ. At this point we were still slowing and descending. I felt that our angle on the direct ZZZZZ was going to have us turn final inside the fix. The pilot monitoring stated we were right on; to slightly below the glideslope and it looked good. Instead of setting 2;800 feet I had set 2;400. Nobody caught it. We were cleared at this time for a visual approach. We were crossing over ZZZZZ; 5.2 miles from Runway XX. I saw we were in flight path angle mode at 3.8 degrees and at 2;400 feet MSL. The radar altimeter read between 1;200-1;100 feet. Pilot monitoring said 'altitude.' I turned off the autopilot and hand flew. I started a slight climb and joined final. At this point Tower said he received a low altitude alert. We maintained that altitude for about a mile and a half until the glide slope intercepted; and continued the approach.On our preflight brief we both spoke about how the Captain had not flown in 9 days and over a month for myself. During the approach brief the Captain brought up the fact that if we are cleared the visual approach to be careful not to get too high as it's a 90 degree turn from our flight path direct ZZZZZ to the runway. I believe our recency of flying and my caution of not getting too high on the visual approach affected my decision making. On our debrief we talked about how we were in good shape to make a normal base to final approach but I just felt like I was high. I should have called for the go around instead of just maintaining a below traffic pattern altitude until reaching the slope intercept. A go around would have given us safe altitude and presented the opportunity for me to better reset for a visual approach. In the future I will be more forceful with expressing my inputs and not allow a lower altitude to be selected and flown when already below a glideslope. Also; in high workload environment maintain pilot flying duties.

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.