Regional Jet 900 (CRJ900)
Air Traffic Control Fully Certified; Flight Crew Air Transport Pilot (ATP)
Air Traffic Control Military 3; Flight Crew Last 90 Days 60; Flight Crew Total 6800; Flight Crew Type 5000
Human-Machine Interface; Situational Awareness; Fatigue; Distraction; Confusion
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Human Factors
Center handed us off to Approach. The Captain (pilot not flying) checked in and reported the airport in sight. Approach immediately cleared us for the visual approach. I moved the first fix on the ILS to the 'direct-to' position in the FMS and executed the change; then dialed 5;000 FT into the altitude preselect; as that is the 'at or above' altitude that coincides with the fix. I was demonstrating a flight idle descent technique that I prefer to the Captain and continued that descent toward the final approach course. At approximately 5;200 FT; the GPWS warning flasher illuminated and the aural alert 'TERRAIN; TERRAIN; PULL UP!' sounded. I immediately disengaged the autopilot; added power and began climbing. At the same time; the Approach Controller issued an altitude alert. Once clear of the conflict; I continued descent and landed uneventfully. I believe the following contributed to this event:We were at the end of a very long day; having already flown three legs before this leg. Both of us were quite tired and had discussed how fatiguing our schedule was. Neither of us had terrain display activated on our MFD; despite the dark night and being well aware of the terrain north of our destination airport; (we've both flown this route probably hundreds of times -- complacency?) Unless an arrival transition is selected; our aircraft's FMS begins the ILS at the first fix. This hides the higher minimum altitudes at the previous fixes that guarantee terrain separation. Also; our approach angle from slightly west of final compounded the terrain separation problem; as the ILS final skirts the east edge of the ridge line in the vicinity of high terrain. Since conditions were severe clear and I was flying a visual approach; I was not referencing the ILS approach plate; which might have reminded me of the higher minimum altitudes. Bottom line: we screwed up. We should have had terrain display turned on. We should have asked for vectors to final; given our level of fatigue and the fact that it was nighttime. Instead we were focused on getting to the hotel for some sleep; and took the shortest route direct to the runway. I should have been 100% focused on a safe arrival and postponed my idle descent demo for a daytime flight when we were both fresh. The GPWS worked as designed and the Controller was alert and proactive. One sobering note: Yesterday we flew an aircraft with the GPS system MELed. Several times that day we saw a 'Terrain Unavailable' message from the FMS (common with this aircraft type when position accuracy is degraded). Had we been flying that aircraft tonight; the outcome might have been very different.
CRJ-900 flight crew stated that during approach they reported airport in sight and were given a visual approach by ATC. Pilot flying entered the first ILS fix into the FMS and set the altitude preselect to the first fix altitude; which was below the minimum safe altitude for the aircraft position and received an GPWS aural alert. ATC additionally issued an altitude alert; and aircraft was climbed to a safe altitude and then landed uneventfully.