Regional Jet 200 ER/LR (CRJ200)
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Situational Awareness
Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Overcame Equipment Problem
Human Factors
Coming into ZZZ we were set up for Runway XX. ATC notified winds were 320@16G31. We elected to switch to Runway XY for more of a headwind. We made the switch at about 13000 ft. and re-briefed. Came out of the clouds at 3000 ft. and called field in sight. We continued our descent to FAF altitude of 2300 ft. PF (Pilot Flying) extended downwind to give more time and set up for the approach. At that time at 2300 ft. the aircraft gave us a caution obstacle alert. We were approaching two towers; highest of which was at 1849 ft.; we got them in sight; disconnected the autopilot and maneuvered to avoid the obstacles. After clearing the obstacles and out of the alert we got configured and stabilized and landed without incident.[Reporter stated the cause was a] late runway change. Overcast layer at 3000.[Reporter suggests to] insure to brief tallest obstacles in the area. Stay higher possible IAF altitude (2500) until established on final.
While descending for landing into ZZZ. We were set up for an approach to Runway XX; we elected to change to Runway XY after hearing winds were 320@16G31 to have less crosswind component. The switch was made around 13;000 ft. The new runway and approach were briefed again. We descended out of 3000 ft. and was able to call the runway and field in sight. A visual approach clearance was issued and we continued to descend to the FAF altitude on the RNAV Runway XY approach of 2300 ft. The PF (Pilot Flying) extended the downwind to slow and configure to have a more stabilized approach. Upon passing abeam the FAF a Caution Obstacle aural warning was received. The PF disconnected the autopilot and began to climb higher above Tower. The tower was charted to be at 1849 ft. and we were approaching to cross above it at 2300 ft. The PF climbed above the obstacle; and made a normal approach to land once the Caution Obstacle was extinguished.Event caused by perception errors and thinking we were high enough above obstacles.In the future a minimum descent to the MSA of 2500 ft. would be more appropriate and provided better vertical separation from all terrain and obstacles in the area.
CRJ-200 flight crew reported activating a GPWS Obstacle alert during a visual approach. After maneuvering to avoid obstacles flight executed a safe landing.