Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Confusion; Situational Awareness; Training / Qualification
Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Airport; Human Factors
Captain was right off IOE after transitioning to airplane but; had a great deal of experience as a CRJ Captain. First Officer (FO) has 300 hours in type with no other jet experience. After a late start due to Captain scheduling issues; departing at XA00 body clock time; flight departed to BOI. The flight was conducted normally and as planned all the way through the arrival. VMC conditions prevailed at destination with calm winds. BOI landing west on 28R/28L. We were the only aircraft in the area (the same Controller was operating Approach; Tower and Ground - little to no guidance received during the arrival/approach) and were cleared for the visual about 20 nm west of the field at 10;000 feet MSL. We requested runway 28R to shorten taxi time. The only approach to 28R is the RNAV GPS Y and this was the approach briefed to back up a visual. Being new to the airline industry; the PF/FO asked the captain for advice on shooting a visual to an airport without guidance from ATC on to the approach course. Captain. suggested setting altitude preselect to 4;000 feet and turn inside the FAF; even though we briefed flying outside of the FAF and using VNAV path for vertical guidance beginning at 6000. PF set 4000 in the altitude preselect and FLCH was selected for the descent. From the arrival; the turn to final would be approx. 115 degrees. Using the heading bug; PF started turning to final. Passing through approx. 4;400 feet; we received a communication from ATC stating; 'Just to give you a heads up; I just got a terrain prox. warning.' We acknowledged; and continued. Approximately 10 seconds later we received an aural warning for terrain that occurred once and then went away. Both the pilots were confused at first and were certain no real threat was present. PF added power; disengaged the autopilot; and climbed 200-300 feet while turning to the runway which was in sight. PF called for configuration changes and the aircraft was configured and on glide slope according to the VASI for 28R by 1200 AGL. Landing and rollout occurred normally and the flight concluded. There were several contributing factors that lead to the unplanned terrain event.1. FO with little experience in non-controlled environments and Capt. new to aircraft. The Capt. had not flown into BOI recently and the FO had never landed west on 28L/28R.  Airport familiarity was a key factor in this situation.2. Fatigue after a long day with a long sit for the FO and Capt. rescheduled to increase his flying by 3 hours.3. Inadequate brief when shooting a visual in nearly uncontrolled conditions.4. Deviations from the briefed plan.5. As the PF; I should have stuck to what I had planned for the approach and entered a downwind at 6;000 feet and turned base just outside the FAF and used VNAV PATH as vertical guidance to the runway.  Especially at an airport that the crew was not 100% familiar with; at night; and with terrain surrounding.6. Inadequate experience in uncontrolled environment.7. Inadequate training/experience when being 'cut loose' on a visual.Flight crews should thoroughly brief all possible approaches and options before entering the terminal environment. Terrain awareness at unfamiliar airports should be thoroughly briefed. Flight crews should not deviate from briefed plans; unless flight safety is at risk or operational concerns require action. There needs to be more training for new hires regarding visual approaches and uncontrolled airport operations.
Regional Jet First Officer describes a night visual approach to Runway 28R at BOI; during which the Tower issues a low altitude alert then the aircraft GPWS annunciates terrain warning. The aircraft is climbed 2-300 feet and the warning stops and the visual approach is continued to landing.