A CRJ-200 flight crew described a CFIT incident during approach to AVL when they descended early. GPWS reacted accordingly and the crew climbed to a safe altitude.
Synopsis
A CRJ-200 flight crew described a CFIT incident during approach to AVL when they descended early. GPWS reacted accordingly and the crew climbed to a safe altitude.
Narrative
After being cleared for the Visual Approach onto Runway 34 in AVL; while on a left base in VMC conditions; the pilot flying (First Officer) set the altitude for 3;700 FT. After confirming the altitude selected I; the pilot not flying (PIC); checked the approach plate to make sure that altitude was adequate. The pilot flying briefed it before; but I wanted to double check. While double-checking this information the pilot flying started descending. I noticed we were outside of the segment for that altitude and proceeded to notify the pilot flying and at the same time set the altitude to 4;400 FT. The new altitude was too close to the airplane actual altitude and the autopilot did not capture it. I voiced again to the pilot flying that we needed to get to 4;400 FT. The airplane kept descending and immediately when I selected the ALT button to prevent it from descending any further; the airplane GPWS gave us the 'whoop whoop pull up' warning. The pilot flying immediately disconnected the autopilot and climbed to 4;400 FT. The rest of the flight was uneventful.Airplane kept descending beyond selected altitude and in the process it got us close to terrain. It was necessary to disconnect the autopilot immediately to climb to the preselected altitude. Next time in situations where the altitude preselected is too close the airplane's actual altitude due to a sudden change in the altitude selected it is better to disconnect the automation and make sure the airplane stop at the altitude desired as supposed to waiting to see if the automation is going to capture it.
Second reporter narrative
Our altitude selector was set to 5;000 and I asked the Captain if he thought it would be okay to set 3;700; the final approach fix altitude. I set the altitude alerter to 3;700 as we were cleared for the approach; and we were only a couple miles from intercepting the final approach course. As we passed through 5;000; the Captain noted that there was a mountainous obstacle ahead. I saw it as well; although we had not seen it from 7;000 FT when our descent began as it blended into the valley floor. In any case; he hit the 'ALT' button and remarked that we should stop our descent until clear. Note that it was only a few seconds from the time I asked to descent to 3;700 and the time he suggested we level at 4;400. I agreed and we arrested our descent. We were at approximately 4;400 FT. We remained in visual contact with the obstacle at all times. I noted on the chart that this mountainous obstacle was at 3;000 FT; just west of the BRA NDB. We got the 'terrain' warning; followed the 'pull up' alert. I complied with the alert; added climb power; pitched up to about 10-12 degrees nose up and complied with the instruction even though I could see that we were well clear of the obstacle. The alert extinguished in about 3-5 seconds; we leveled at 5;900. With the warning extinguished; I initiated a turn to final; configured the aircraft fully and completed the visual approach.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.