Medium Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Confusion; Communication Breakdown; Workload
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Airport; Environment - Non Weather Related; Procedure; Weather
Prior to the Descent while on the RNAV arrival into DCA; the captain briefed me on the River Visual 19 approach. We programmed the LDA approach into the FMS and then set up two DME Fixes in the fix page off of the DCA VOR. One at 10 DME and the other at 6 DME. The 10 DME fix is a reference for 3000 ft and the 6 DME fix is a reference for the 1800ft. The captain briefed we could use the fixes and distances on the LDA approach also as reference for altitude during the approach. My plan was to have the aircraft configured at an airspeed of 170 knots and flaps 20 by the 10 DME fix. Then establish a constant rate descent of about 800-700 fpm and be fully configured crossing the 6 DME fix. The captain also briefed the aircraft would be in close proximity of buildings during the approach and the location of the restricted areas. The captain also stated the location of the VASI's on both sides of the runway. Then briefed after we landed; we'd be a right turn off the runway onto taxiway Kilo or Juliet northbound to the gate. After passing BAAAM intersection on the arrival; the controller gave us a clearance to descend to 4000 feet. The aircraft leveled at 4000 feet; approximately 10 miles from DCA on the green (dashed arc) circle that we entered in the fix page. Next we received instructions to turn to heading 050 and descend to 3000 feet (base turn to the river). The aircraft was fairly close to the river while turning to the heading 050 and I felt it was best to hand fly the aircraft at that point to maintain lateral track. I then called the river in sight and we were cleared for the visual approach. The aircraft crossed the 10 DME arc at 3000 feet configured with the speed 170 knots and flaps 20. As we began the descent from 3000 feet on the visual approach; I called for gear down and flaps 30. Prior to reaching the 6 mile fix at 1800 feet; the captain called for flaps 45 and before landing check. We crossed the 6 mile fix at approximately 1700 feet. He noted we were a bit low and adjusted my descent rate to maintain 700 fpm. Between the 6 DME fix and the 4 DME fix the before landing checklist was completed and he noted there was a pretty strong wind from the west. He made sure to adjust my ground track accordingly to stay over the river and not drift into the restricted area. He did not remember what altitude we crossed the 4 DME fix at. Approaching the 3 DME fix; the aircraft's GPWS system activated once and stated; 'caution obstacle.' He immediately leveled off the aircraft and added power to maintain airspeed and altitude. Initially my scan was outside the aircraft to ensure we were not approaching any obstacles and the lateral path of the aircraft was over the river. After determining the aircraft was free from obstacles and the lateral track of the airplane was over the river; my scan then came back inside to the VSI and noted it was 0 fpm. He stated correcting and looked for the VASI. The captain noted he was low and leveled off the aircraft. He then began a shallow right turn towards the runway. Once the aircraft was back on the glide path; confirmed by the VASI's; he began our descent to the runway. The 500 ft call out was made and the aircraft was in a stable position to land. The captain then flew the aircraft on the VASI until touchdown and landed without incident.
An air carrier flight crew inbound on the DCA River Visual 19 crossed the 3 DME fix low which activated the EGPWS Caution Terrain alert. The Captain leveled momentarily then continued the approach to a successful landing.