2024-10 · NASA ASRS report 2174671
Corporate jet flight crew reported receiving an obstacle warning when their ATC assigned flight track positioned them high on a visual approach to maintain clearance from adjacent airspace. Crew complied with warning and executed a go around followed by an approach and landing to a different runway.
Being vectored from the west for a visual to RWY 3R at PDK. Set up a 5 mile final waypoint off the runway but ATC needed us closer into the airport due to ATL airspace. As we were being vectored; we queried ATL Approach as to the height of the towers off our nose they indicated they were not higher than 2000'MSL.With the Runway in sight; we began a left turn to join the final. I descended out of 3000' and as we were beginning our turn off the 110 heading; we received an obstacle alert; we commenced a go-around from this point. We completed the go-around and were vectored again for 3R this time from the east and with and set up for a 6 mile final. The visual approach was completed from this point with no further incident.We learned from ATL Approach that 3000' is the MVA for the area around the airport. Ensure you maintain 3000' until rolling out on final before commencing any descent below this. ATL Approach should let crews know to maintain 3000' until established on final when clearing crews for the visual approach especially at night or in climate weather.Additionally; this had been a long two day trip for the crew. We had left ZZZZ the day before; arrived in ZZZZ1 for a 20 hour layover and this leg had progressed into the later hours of the evening. Fatigue was a factor. The crew recognized the Towers and queried ATC as to their height. Having to be closer into the field on a moonless night time approach made it a bit more difficult to identify the field. The visual conditions made it appear I was much higher than I should have been and in an effort to ensure I was on a stabilized visual glide path; I elected to begin my turn and did so earlier than I should have.Because of this incident; we have developed and implemented mitigation procedures for night time operations into this Runway at PDK. This mitigation is being reviewed by the company and will be disseminated to the team once this process is complete.
After being cleared to land on a visual approach at PDK Runaway 3R; pilot flying started a premature descent. This was due to the fact we're in close for the final approach phase and still at 3000 feet approximately 4 miles from landing. There were towers that we briefed just below; I announced to-the pilot flying of the towers as well as pattern altitude. Almost exactly at this time we received a terrain warning and instructions to pull up which the flying pilot did so immediately. Pilot flying asked for a go around which we accomplished and landed without incident. There are many factors leading to this; first of all we had an extremely long day the day before; flew in from ZZZZ so a very long duty and Flight day. Although we had three pilots on board fatigue; absolutely was a factor in the above situation. Secondly; there's a visual approach only to Runway 3R at PDK. Due to Atlanta airspace it's necessary to stay in on a tight final approach from our direction of flight with 2100 towers just outside the turn for final. Air Traffic control put us just outside of these towers for final at night. As a flight crew and flight department; we will no longer accept a visual approach under the same circumstances coming in from this direction to PDK. It has to be vectored over the airport for downwind; or if the winds permit the ILS to Runway 21.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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