Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Took Evasive Action
Human Factors
The FO (First Officer) was flying and we were on the visual approach to RWY (Runway) 22 and we got a Caution Obstacle message. We started a turn and visually kept clear of the obstacle. We continued the visual approach and were stable. We descended to 2;000 [feet] MSL before turning on final and a tower off the right side of the aircraft caused us to get the alert. In hindsight we should have maintained 3;100 feet until passing BRIDL.
Transferring from Approach to Tower and upon passing Lexington VOR (HYK) we were asked to descend to 3;000 [feet]. Flying towards the departure end of [Runway] 22 we were asked if we had a visual of the airport. The Captain was non flying and answered yes. Then the Tower said that we were cleared for visual [Runway] 22 and a helicopter on the north end of the field was operating. That put us on a 45 downwind and once on the downwind; I then put 2;000 [feet] on the altitude selector. As per procedure 1;000 [feet] AGL is the lowest we can put in the selector. I then gradually decreased my descent from 3;000 and called for flaps setting three at speed 160 [knots] then gear down to be configured by the Runway 22 touchdown zone point. My descent was shallow and we did have the ILS 22 in the MCDU as reference. Turning within the outer-marker BRIDL we got an obstacle call. I was referencing an obstacle as referenced on the approach plate at 1;997 [feet] marked with an arrow at 1;997 [feet]. We were at 2;500 feet still descending as I looked to the right. I was about to call obstacle and perform the go-around procedure as per SOP but the call quickly ended. The call as per SOP is the trigger call 'Obstacle; Pull Up.' The call ended and we continued the standard turn. We were configured flaps five on the base leg and the continued on final. We descended once we captured the glide slope. We put 3;100 [feet] which was the missed approach procedure. The startling part of the flight was the obstacle call which we then started to look for something else; since we already had the tower obstacle in sight and we both confirmed the sighting.I think that in the future it's best to enter the traffic pattern and just follow the approach itself.
Air Carrier flight crew reported Obstacle Alert warning on approach to LEX airport.