ERJ 170 flight crew reported Enhanced Ground Proximity Warning System warning on initial approach. Flight crew initiated a climb and continued the approach.
Synopsis
ERJ 170 flight crew reported Enhanced Ground Proximity Warning System warning on initial approach. Flight crew initiated a climb and continued the approach.
Narrative
As we were vectored in for the approach for XXR we were given the clearance maintain heading until established; cleared for the visual". We were at 3000 feet when cleared for the approach and the PF set the FAF altitude of 2000 feet. In vertical speed mode we began to descend and maintained our heading. We were given an obstacle warning and an "obstacle pull up" for a Tower close to the course and about 500ft below and left of our course. We had a visual on the tower and the PF disconnected the autopilot; did the EGPWS (Enhanced Ground Poximity Warning System) escape maneuver and after the warning went away we corrected back on course. They intercepted the final approach course and configured the airplane for a safe and stable approach and landing. The main cause of this was the briefing for the approach could have been more thorough. The full RNP for XXR was adequately briefed; what was not discussed as thoroughly was an unknown/being vectored in for the visual from a heading we didn't expect. We were given vectors before we were able to request being vectored onto a specific point of the approach. This along with us being cleared for the visual and descending led us closer to the Tower than we would have liked. In the future as PM I will maintain hyper-vigilance and speak up if I see anything out of the ordinary. I will also help to point out any points on a briefing I think could be discussed more. This has also been a good learning point for when I am next PF I will give thorough briefings; especially to include any unknowns or things that may seem like it wouldn't affect our flight path; but could. I will also continue and strive to maintain sterile cockpit and hold all focus at the tasks as hand."
Second reporter narrative
We were being vectored onto the final approach course for XXR. We had the runway in sight so I called it and was issued a clearance of maintain current heading until established cleared visual XX." We were at 3;000ft when we were cleared approach so I set the FAF altitude of 2000ft and began a shallow descent in vertical speed mode. We maintained our current heading and then were given an obstacle warning followed by "obstacle pull up" due to a tower that was near our course. I made visual contact with the tower that was about 500 feet below us and off our left wing; I disconnected the autopilot and began our EGPWS (Enhanced Ground Proximity Warning System) escape maneuver; after an initial climb of just a few hundred feet the warning went away. I was able to stabilize the aircraft and then intercept the final approach course and configure for a stabilized approach and landing. We were given a clearance to maintain our current heading to intercept and not maintain an altitude. I assumed this would mean we were clear of all terrain; but since we were cleared for a visual the obstacle clearance was still my responsibility. We briefed for the RNP Approach with the RF leg that would have turned us in inside of the tower that caused the warning. Because of this I did not thoroughly brief the tower that was outside of our expected approach course. We were turned off of our course for vectors very early before we could request the RNP approach and it would have been difficult to join off the heading given so I decided to do a visual. I did not thoroughly rebrief the approach from our new intercept angle. In the future I will thoroughly brief all terrain in the immediate area regardless of whether I think it will be along our actual approach course. I will increase my enforcement of sterile cockpit procedures to ensure that there is plenty of time to rebrief any changes to approaches. I will also be requesting full instrument approaches at night to unfamiliar airports and not accept visuals until already established on the final approach course and can be 100% sure that I am clear of any obstacles."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.