Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Distraction; Confusion
Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Procedure; Airport; Environment - Non Weather Related; Human Factors
As we were coming in for a visual landing into AVP we were stable at 3000 ft on a right base for runway 22. The final approach fix WEXIN is at 2800 ft and the airport elevation is 962 ft. There is a mountain ridge west of course with terrain at 2000 ft with towers up to 2744 ft. We fully briefed the altitudes and were completely clear about our position and the surrounding terrain as we approached from the west. We located the towers and we both had visual confirmation of the highest tower located at 2744 ft. The arrival checklist was complete and both altimeters were set with the local setting of 30.03. As we crossed the ridge at 3000 ft we received an aural 'terrain terrain' warning. We figured this was due to the tower as we crossed over just north of it but still the FO (pilot flying) immediately started to climb. ATC also simultaneously advised us of low altitude as we started the climb. We leveled off around 3800 ft which was now 1000 ft above the final approach fix altitude and began to join the localizer just north of WEXIN. We were high so the FO slowed and configured early so we could descend onto glidepath at a reasonable rate. We were configured and stable by 1000 ft so we proceeded and landed normally. The threat was terrain and towers that were close enough to set off the aircraft warning system. We were completely aware of our location and proximity to terrain and towers but unaware that we were within the aircraft's warning limits for obstacles. I thought everything was briefed perfectly and well planned to avoid common mistakes of a high unstable approach in AVP. The MSA was 4000 ft. We decided to go down to 3000 ft cause we were still 1000 ft above terrain and 300 ft above the highest tower as we crossed the mountain ridge. We could have stayed at the MSA and extended the downwind to allow more time to descend once established on the inbound course. In the future regardless if it's visual and we can clearly see the terrain/tower threats I will stay at the MSA until established to avoid any chance of triggering the aircraft warning system.
We were last cleared to 4000 ft. on a right base to runway 22. As we were abeam the FAF we were cleared for the visual to runway 22. I set 2800 ft. for the FAF altitude and went direct with the FMS. I started a slow descent to 2800 well aware that I would need to level off at 3000 to safely clear the 2000 ft. ridge. I was also aware I was north of the tallest tower at 2800 ft. We had fully briefed the surrounding terrain as well as the multiple towers in the area. We also were aware that this was a FOQA airport. As we approached the ridge I set the VS on the FGCP to 0 FPM to level off at 3000 ft. until we cleared the ridge. I was also well aware of the towers in the area and was able to visually identify them. Just as we crossed the crest of the ridge ATC notified us of a low altitude alert; and almost immediately after the ATC notification we received a EGPWS terrain alert. Although I am certain we got the EGPWS warning because the aircraft was still clean with an RA of around 1000 ft. AGL I performed the CFIT maneuver regardless and climbed up to about 3800 ft. By this time we were well clear of the ridge. I consulted with the CA and we agreed it would be safe to continue the approach. We were slightly high at this point but had more than enough time and distance to be fully configured by 1000 ft. AGL. The rest of the approach continued normally. Threats were terrain and towers which we briefed and were able to visually identify Reflecting on this incident I realized that if I had become distracted and not manually leveled off the aircraft at 3000 the plane would have gone all the way down to 2800 ft. which would not provide much terrain separation. Although I feel that we couldn't have briefed or prepared any better than we did; and we were both aware of the aircrafts position at all times; setting off the EGPWS was for lack of a better word scary. In the future I will stay at the MSA and extend the downwind longer and join final further out and higher when doing visuals. Even though I knew I was clear of terrain and obstacles setting off a EGPWS is too close for me.
Air carrier flight crew reported ATC gave them a low altitude alert and his aircraft's EGPWS alerted after they descended to 3;000 ft prior to WEXIN on visual approach to Runway 22 at AVP.