A tired CRJ flight crew accepted a night visual approach into AVL with surrounding high terrain despite having agreed to not do so during a pre-departure briefing. Upon beginning descent while on downwind they received an EGPWS terrain warning; climbed back to altitude and continued downwind to an appropriate spot from which to follow ILS guidance.
Synopsis
A tired CRJ flight crew accepted a night visual approach into AVL with surrounding high terrain despite having agreed to not do so during a pre-departure briefing. Upon beginning descent while on downwind they received an EGPWS terrain warning; climbed back to altitude and continued downwind to an appropriate spot from which to follow ILS guidance.
Narrative
Prior to departure; we covered the terrain considerations and special procedures for AVL arrivals.We were cleared down to 5;500 FT with AVL approach. We were asked if we saw the airport by ATC; we responded yes. We unwisely accepted a clearance for a visual to 16. Still at 5;500 FT; I stated to the pilot flying that we should remain there until intercepting. While I was looking at the runway outside the side window the Captain asked me 'Does it look OK to you?' To which I responded 'yes.'We had just started down from 5;500 FT when we received an EGPWS caution message. We immediately initiated the escape maneuver and were clear before we had time to complete it. We then proceeded to join the ILS localizer and glideslope and made a normal landing.We made the mistake of accepting a visual approach even though we covered the airport specific procedures in our manuals; including the company pages during the departure briefing. It was the 6th and final leg of a 13 and a half hour duty day; and I was used to flying in daylight there and accepting visual approaches.More assertiveness training for the first officer might be called for. My suggestion should have been phrased clearer and with more advocacy. The long duty day could have been a contributing factor.
Second reporter narrative
We briefed the arrival and approach as a night visual and that we would need to stay high and be on the ILS before making the approach. We also briefed the suggestion that we configure early (which we did perform) and that we maintain situational awareness using the EGPWS terrain display on the MFDs (which we also did).Initially; the First Officer did express that we should stay high until further along in the downwind; but I queried again to see if he thought it was okay once abeam the threshold. He said 'yes'; and I commenced a descent maneuvering for the approach.I think we could have been tired and overworked (a contributing factor).More vigilance to maintain SA on the night approaches and in terrain. Asking for the ILS approach into AVL and others like it on the Special Airports list. Better communication between the pilot flying to the pilot not flying.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.