Narrative:

Boston weather was low and but still technically VMC; as noted; and they were using instrument approaches to get into the airport. Given the wind they were landing runway 4R with the glideslope out of service thus utilizing the localizer 4R approach. The first officer was the pilot flying and elected to fly the localizer approach using the non-precision procedure commonly referred to as 'dive and drive.' everything was briefed and proceeding normally with a clearance to land when; after the final approach fix; kbos tower queried us by stating the altimeter setting and asking our altitude. We were previously cleared for the localizer approach and thus descending to MDA after the final approach fix. MDA is 440 feet and we were descending through 620 feet at the time of the radio call. The PF had seen the airport visually at this point and said so out loud. I looked out to see the field after having called back tower to give them our altitude as 'through 620 feet' and then I looked back at the instruments and the aircraft was still descending. I brought this to the attention of the PF and a correction was made and at the same time the egpws announced 'too low terrain' as well as ATC asking our altitude again and telling us they had a low altitude alert on us. The aircraft position was corrected and a normal landing made.the weather in boston was a little squally and visibility was variable in flight so we didn't get the field in sight when we expected to see the runway but we still flew the approach according to procedures. The query by boston tower at 200 feet above MDA and descending was a major distraction at a critical time; we had the altimeter setting and were on profile for the non-precision approach but asking a question like that causes a crew to recheck everything at a time when they should be focused on leveling at MDA and watching for the vdp. I believe this question from tower caused to PF to look outside where the field was sighted and then to remain outside visually. Because we had the runway in sight and the weather was VMC; the slight deviation below a normal altitude was more of an anomaly than anything else but in the wrong weather it could have been a big deal.during periods of inclement weather; although technically VMC; if ATC is utilizing non-precision approach procedures they should not be surprised to see aircraft flying these procedures as published. I believe actual weather on the approach was worse than reported and we needed to get to near the MDA and fly to the vdp to see the runway; asking us a question that can cause second guessing at such a critical time of flight is an dangerous distraction at a time when it is least needed.

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Original NASA ASRS Text

Title: BOS Tower called an air carrier crew near the LOC Runway 4R MDA causing a distraction. While trouble shooting the crew descended below the approach path and got an EGPWS warning.

Narrative: Boston weather was low and but still technically VMC; as noted; and they were using instrument approaches to get into the airport. Given the wind they were landing runway 4R with the glideslope out of service thus utilizing the localizer 4R approach. The First Officer was the pilot flying and elected to fly the localizer approach using the non-precision procedure commonly referred to as 'dive and drive.' Everything was briefed and proceeding normally with a clearance to land when; after the final approach fix; KBOS tower queried us by stating the altimeter setting and asking our altitude. We were previously cleared for the localizer approach and thus descending to MDA after the final approach fix. MDA is 440 feet and we were descending through 620 feet at the time of the radio call. The PF had seen the airport visually at this point and said so out loud. I looked out to see the field after having called back tower to give them our altitude as 'through 620 feet' and then I looked back at the instruments and the aircraft was still descending. I brought this to the attention of the PF and a correction was made and at the same time the EGPWS announced 'too low terrain' as well as ATC asking our altitude again and telling us they had a low altitude alert on us. The aircraft position was corrected and a normal landing made.The weather in Boston was a little squally and visibility was variable in flight so we didn't get the field in sight when we expected to see the runway but we still flew the approach according to procedures. The query by Boston Tower at 200 feet above MDA and descending was a major distraction at a critical time; we had the altimeter setting and were on profile for the non-precision approach but asking a question like that causes a crew to recheck everything at a time when they should be focused on leveling at MDA and watching for the VDP. I believe this question from tower caused to PF to look outside where the field was sighted and then to remain outside visually. Because we had the runway in sight and the weather was VMC; the slight deviation below a normal altitude was more of an anomaly than anything else but in the wrong weather it could have been a big deal.During periods of inclement weather; although technically VMC; if ATC is utilizing non-precision approach procedures they should not be surprised to see aircraft flying these procedures as published. I believe actual weather on the approach was worse than reported and we needed to get to near the MDA and fly to the VDP to see the runway; asking us a question that can cause second guessing at such a critical time of flight is an dangerous distraction at a time when it is least needed.

Data retrieved from NASA's ASRS site as of April 2012 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.