Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness
Inflight Event / Encounter CFTT / CFIT
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Human Factors
On [a] flight to XNA we were cleared for the visual traffic pattern to land Runway 16. The Captain as the pilot flying had properly briefed the visual approach; to include the obstacles in the vicinity and highest obstacle on the approach plate. On right base; the Captain turned autopilot off with flaps 3 and gear down. I announced visual contact/no factor on the highest obstacles out the right window - a set of towers. We continued to slow and configure for landing and maintain an altitude of more than 1;000 ft. AGL. We received a caution from the GPWS; followed by a PULL UP verbal command. The Captain took the appropriate actions and immediately increased the airplane's altitude. We were in daytime visual conditions; and in accordance with company policy; determined we were still in a safe position to stabilize and conduct a safe landing after clearing the obstacle. We finished the turn to final; configured the aircraft for flaps 5 landing; completed the before landing checklist; were fully stable by 1;000 ft. and in a safe position to land the aircraft. Upon landing; we debriefed the situation; reviewing the approach plate for any obstacles. At more than 1;000 ft. AGL and no visual contact with an obstacle; we were unsure why the GPWS gave us the PULL UP command; but agreed that it was the most appropriate and safest action to respond to the command as we didGPWS PULL UP verbal command resulted in appropriate action of increasing aircraft altitude.A visual traffic pattern is one of the most difficult approaches we fly. I would suggest additional training during initial and recurrent training on distances and altitudes for different types of visual traffic patterns. I will personally work to improve my awareness as the pilot flying to ensure 1;500 ft. AGL on downwind and the 3:1 descent path ratio throughout the visual traffic pattern. I will review my flying skills to ensure I am flying this way as well. While I believe we took the appropriate action both during the event and after in the debrief; I will use this as a learning experience to ensure I am always a safe and skilled pilot.
Air carrier First Officer reported receiving a GPWS 'Pull Up' warning on a visual approach to XNA.