B757-200
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Flight Crew Took Evasive Action; Flight Crew FLC Overrode Automation
Human Factors
We were cleared for a visual approach to Runway XX while proceeding directly to ZZZZZ. The Captain adjusted the flight path to intersect final between ZZZZZ and ZZZZZ1. He adjusted the MCP (Mode Control Panel) altitude to 2;200 ft.; and since we were high on energy; used the speed brakes to increase descent rate. Airspeed was around 245. As the aircraft descended; I heard '1000' followed immediately by 'TERRAIN' from the EGPWS (Enhanced Ground Proximity Warning System). We were in visual conditions and the flight path was clear; but the Captain responded appropriately by disconnecting the AP (Autopilot) and auto throttles; stowing the speed brake; initiating a climb; and advancing the power. The alert immediately discontinued; and he recovered by adjusting pitch and power appropriately. We elected to continue the approach at that point and landed the aircraft uneventfully.We should have left the MCP altitude at a higher altitude until further past the ridge line and/or proceeded to a point further out on the approach path to preclude this alert. The sink rate with the speed brakes extended and shortened path to final combined to trigger the system; which I believe operated correctly. Too aggressive trying to descend.
I triggered a terrain alert at 1;000 ft AGL while maneuvering to land on Runway XX at ZZZ. We had briefed the visual to Runway XX backed up by the ILS. ATC (Air Traffic Control) cleared us to 3;600 ft then cleared us for a visual approach. We were in VFR conditions slightly high on the approach and fast. The auto pilot was still on. I put 2;200 in the MCP (Mode Control panel) for the crossing altitude at ZZZZZ1. I was using speed brakes to descend. I intended to level off 2;200 feet then slow down. My closure rate with the ground was too fast because of my airspeed and use of speed brakes. When the terrain warning triggered; I disconnected autopilot; auto throttles and stowed the speed brakes. I initiated a climb then we verified our position relative to the airport. We were in VFR conditions and we still had the airport in sight. I leveled the airplane off and configured for landing. Previously when I had flown this approach; I had made the turn to final near ZZZZZ intersection at a higher altitude. That was the safer; smarter thing to do. Like most potential accident situations; I was making multiple mistakes. I did not completely understand the terrain on that side of the airport. I thought I would be at least 1;500 ft AGL outside of ZZZZZ1. I was not. I was closer to 1;000 ft AGL when the terrain warning went off. My use of speed brakes increased the descent rate and increased the closure rate with the ground. I accepted the visual approach and put 2;200 ft in the MCP. I was not on a published portion of the approach and I went below the last assigned altitude given by the Controller. Stay at the assigned altitude until on a published portion of the approach. Better descent planning so that the energy state is appropriate while approaching the FAF (Final Approach Fix).
B757-200 pilot encountered terrain warning on approach and landed uneventfully.