B737 Next Generation Undifferentiated
Flight Crew Air Transport Pilot (ATP)
Flight Crew Type 2116
Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Human Factors
At night on the Stadium Visual Rwy 29 to Newark; we were cleared direct to GIMEE. For descent to 1500 feet at SLIMR; I used LVL CHG. Before SLIMR the configuration was speed brake armed; gear down; and flaps 30 with brakes max. The gusty winds and direction was the reason for 29 being in use. I used LVL CHG to descend to cross the Railway Bridge at 500 feet. I am not sure at what altitude I disconnected autopilot and auto throttles. The FO shouted twice to level off. I leveled off and intercepted final and landed. After the parking checklist the FO and I discussed the events. I said I should not have used LVL CHG below 1500 feet; as I remembered it is not authorized. I should have used VNAV instead. The FO said he heard 'Obstacle'; I told him I didn't hear that; but we should have gone around using the escape maneuver; due to night. I had not flown this visual at night to 29 before.
We were flying the Stadium Visual to runway 29 into Newark. This was my first time ever flying this arrival. ATC had initially vectored us to GIMEE and then cleared us for the approach. Just outside of GIMEE I had asked the Captain if he wanted to be in VNAV for the approach. He said no; that he was going to use level change. After GIMEE the Captain had me set the altitude selector to 1500 ft. He used level change and I recall noticing that we were well below the VNAV path; but I was not concerned as I knew we would eventually re-intercept the glide path. While configuring for the approach and talking to ATC the Captain had me set 500 ft in the altitude selector. Once we got to SLIMR the Captain selected level change to begin the descent. I did not notice the Captain putting the aircraft into level change and the mode selection was not verbalized. I incorrectly assumed we were in vertical speed; and failed to crosscheck the mode selection. As we were descending I made a 1000 ft callout. The Captain responded 'set missed approach altitude; cleared to land' I began to spin the altitude selector up to 3000 ft but then stopped and asked the Captain if he wanted me to keep 500 ft selected since he wasn't using VNAV. The captain confirmed that he agreed we should keep 500 ft selected. As I rolled the altitude selector back to 500 ft I heard 'Obstacle Obstacle'. I looked over and noticed that the Captain was not responding. I told the Captain that we were low and he appeared to make a small correction; although I cannot be sure if this just the autopilot leveling off at 500 ft as I cannot recall when the autopilot was disconnected. Again we received another 'Obstacle Obstacle' GPWS alert; this time I was almost yelling saying Captain; you're low; Pull up; you have 4 red bars'. This prompted the Captain to make a more aggressive pitch adjustment and we climbed back up until we had a normal PAPI indication. From this point the Captain made a normal landing without incident. After the flight the Captain told me that he did not hear the GPWS alert.
B737NG flight crew reported receiving a GPWS obstacle warning after using level change mode on a night visual approach to Runway 29 at EWR. The Captain did not hear the warning and continued the approach to a landing.