Medium Transport; Low Wing; 2 Turbojet Eng
Confusion; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Procedure; Human Factors
At 3;000 feet and heading north; after being turned from a left downwind towards final for 14R; we were given a vector which was quite 'sharp' and would have resulted in localizer intercept near FILER; which  defines the glideslope at 1;800 MSL (about 800 AGL).  Because of this; after calling field in sight at about 8 miles out; I took a heading cut to the right to facilitate a stable approach and localizer intercept before glideslope intercept.  The glideslope indicator became 'alive' with localizer still off scale to the right (in retrospect this may have been a false indication); so I set 2;000 feet in the altitude window and started down; not wanting to intercept the glideslope before the localizer.  I selected 2;000 because I knew the glideslope at FILER was 1;800 and I knew my cut right would place me outside of FILER.  However; because of the poor vector given by ATC initially; it took longer than I anticipated getting over to the localizer; making my election to descend to 2;000 feet too early.  At about 2;200 feet; we received a GPWS warning for 'Obstacle'.  We both spotted the tower at this point ahead and to our left.  This tower is depicted at about 7 miles from the field on the approach plate; but is partially obscured by an arrow.  We could see that we were well clear of it; and because we were VMC; I elected not to start a big climb which might result in an unstable approach.  Since the plane was beginning to level on its own at 2;000 feet; I kept the autopilot on.  At about 2;000 feet; we got the GPWS 'Pull Up' warning.  We confirmed we both had the tower in sight well out to our left; and I clicked the autopilot off and executed a controlled climb to about 2;300 feet.  The localizer and glideslope both captured shortly after that and I continued the approach without incident. I did not notice the tower on the approach plate during the brief.  ATC cut me in too sharply on their initial heading.  I selected too low of an altitude to descend to. I feel that the depiction of the tower on the approach plate is inadequate; since the tower symbol is obscured by a black arrow; and the altitude numerals can get lost in the clutter of the 'feather' and the procedure turn.  ATC should not have given me such a large cut for an initial vector towards the field. I should not have set and descended to an altitude below the 3 degree glidepath.
Called airport in sight on left base leg at 3;000 feet MSL. Cleared for visual to 14R. Instructed to contact Tower. About the time I was calling Tower for landing clearance flying pilot (FP) dialed altitude down to 2;000. Something in my head said that something wasn't right. Finished radio call. Started figuring what altitude we should be at for the distance from the runway. I realized that we were below 1;500 AGL and was about to say something when the GPWS started saying; 'Obstacle.' I found the radio tower and asked the FP if he saw it. He said that he did. We then got a whoop whoop; 'Pull Up.' He disconnected the autopilot and climbed a few hundred feet. He maintained that altitude (2;100-2;300 feet) until glideslope intercept. We continued the visual approach and landed.The FP failed to establish an altitude on final at or above Glideslope Intercept or Traffic Pattern Altitude while waiting to intercept the localizer glideslope. Uncertain if it was a case of misreading the chart or not seeing the need to establish a minimum altitude; I'd guess it is the former. I failed to Aviate; Navigate; Communicate in the proper order of priority. While I was talking to Tower something in my head was saying that something wasn't right. I should have thought about the altitude set in the altitude window before talking to Tower. That would have avoided the low altitude and GPWS event.
Air carrier flight crew reports descending to 2;000 feet outside FILER during a visual approach to Runway 14R at OMA. This triggers an obstacle warning then a GPWS pull up warning. The 1;800 foot tower causing the warning is insight and a slight climb is initiated to intercept the glideslope.