B757 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 200; Flight Crew Total 8000; Flight Crew Type 1000
Other / Unknown; Communication Breakdown; Confusion
Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Flight Crew Took Evasive Action
Airport; Human Factors
Flight was enroute to SWF. Captain was the pilot flying and I was the pilot not flying. SWF was VMC with light winds and landing on Runway 27; so the Captain briefed a visual approach to Runway 27. New York Approach gave us a descent to 3;000 MSL and told us to report the runway in sight; with an approach to Runway 9 available. The Captain declined the Runway 9 approach and I reported the field in sight at approximately 20 miles. New York cleared us for a visual approach to Runway 27 and to contact SWF Tower. I reported to Tower that we were maneuvering for a right base to Runway 27.' At this point the aircraft was at 3;000 MSL; direct to SWF; and offset from the Runway 9 centerline by approximately 20 degrees. The Captain continued to proceed direct to the airfield and at approximately 5 miles I asked the Captain if he was going to offset for a downwind to Runway 27. The Captain responded that he was going get a little closer to the airfield and does two 90 degree turns to get the proper spacing; I acknowledged. As we neared the approach end of Runway 9 the Captain started a descent to pattern altitude turned the aircraft right (south); which caught me off guard. We needed to be turning left (north) to set up for the right base to Runway 27 as I had reported. I asked the Captain why he was turning south and he responded that he was maneuvering for a left base to keep the runway insight on his side. I told him we reported a right base not left. The Captain responded that he had not heard that. I then told Tower we were turning south; then east for a left base to Runway 27. SWF Tower approved the maneuver. As we rolled out to the east parallel to Runway 27 I noticed higher terrain (1;800 MSL) both visually and on the electronic terrain display approximately 7 miles in front of us.Initially I was not concerned because I believed the Captain would turn base well before a conflict arose. When the Captain didn't turn base at a normal point I asked what his plan was and he stated that he would turn about abeam the FAF for the ILS 27; which was also abeam the high terrain. I pointed out the higher terrain to him and said we need to climb. The Captain initiated a climb and shortly afterwards the EGPWS warning of 'Terrain; Terrain Pull Up' alerted. The EGPWS warning ceased almost immediately. SWF Tower then gave us a low altitude alert. I responded that we were already climbing. I believe we climbed approximately 1;000 FT to approximately 3;000 MSL. SWF Tower then asked us what our game plan was since we were now leaving his airspace. I responded we were going east of the terrain then turning left base for Runway 27. I do not believe we received a response from Tower. We then accomplished a visual approach and landing to Runway 27. There are numerous lessons learned from this event that could have prevented the terrain avoidance maneuver. We should have briefed which direction the base turn would be. I assumed and reported a right base because that is what I had done every other time at SWF. The company airport operations information page states that VFR patterns are to the right on Runway 27; however we were on an IFR clearance. It should have clued us in though that maybe there was a conflict on the south side of the airfield. I should have pointed out the higher terrain to the Captain immediately instead of assuming we would be turning base prior to it. An earlier heads up would have allowed the Captain to adjust the aircraft's flight path sooner. Finally; we need to do a more thorough terrain review. We did brief the minimum safe altitudes for SWF; however; if we had more closely reviewed the terrain southeast of the field; the Captain would have probably chosen to maneuver north instead of south of the field. Overall; better communication would prevent this event.
Maneuvering to land on Runway 27 in VMC; I expected to be able to make a turn from pattern altitude and have a 4 NM final safely inside of terrain. As the point where the turn would have to have been made approached it became clear that it would result in a too short final so the other option was to continue in an easterly direction and circumnavigate terrain on the other side (further east) for a longer final. In the transition to plan B; I was slow to initiate the climb and just as I was starting the climb the terrain alert sounded. Went through the steps for terrain avoidance; climbed the aircraft approximately 1;200 FT. The terrain alert ceased almost as soon as the pitch and power were increased. Advised ATC we were in a climb for a terrain alert; maintained this new altitude for the remainder of the maneuvering to final. Lack of familiarity was a factor. It was an error in judgment to go south of final for a left base just so I could see the runway out my side window. On paper it looked perfectly doable but in reality (from the cockpit) it was clear that the terrain was too close for a safe execution of what was attempted.
B757 flight crew experiences a terrain warning while maneuvering at 2;000 FT on a long left downwind for Runway 27 at SWF. Captain climbs to 3;200 FT and continues east bound before turning left base.