Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface
Inflight Event / Encounter CFTT / CFIT
Aircraft Equipment Problem Dissipated; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem
Human Factors
I was the Pilot Monitoring and the Captain was Pilot Flying. We checked the ATIS in ZZZ and set up for; briefed; and reviewed the LDA Runway XX into ZZZ. At first we calculated landing performance for flaps 5; but after encountering ice speeds we decided to land with flaps full for the lower approach speeds. I ran the performance numbers for a flaps full landing with ice speeds and we adjusted the landing speeds on the MCDU. In due course; we were cleared for the approach. The Captain set 1;700 ft. in the altitude selector for the FAF; and we were in LNAV and PATH until the fix prior to the FAF. At that point the vertical mode was changed to FPA. I believe at that moment the FPA was too steep; which eventually gave us the warning. At about 900 ft we received a 'caution obstacle' EGPWS warning. The Captain immediately adjusted the flight path; stopped the descent; continued his turn to follow the river visually after the FAF for XX; and we landed on Runway XX in ZZZ. Corrective Actions: In the future I will double verify the FPA setting after exiting VNAV and make sure it matches the chart so as to stay above any fixes between the FAF and MAP.
While on final over the river in visual conditions during Runway XX LDA approach we received a momentary caution terrain alert while in the middle of the river. We broke out early on the approach. I configured the plane early with the landing gear down and eventually flaps full; I felt this was better as we were experiencing a 6 kt. tail wind for landing. Once we were established on the approach I asked for FPA of 3deg down and was following the path; it wasn't till we were receiving a momentary caution terrain that I noticed the FPA was at 3.8 instead of the three I asked for. I adjusted my flight path and was scanning; we were in the middle of the river; it was dusk/evening and the lights were making it difficult to see the approach lighting but was able to clearly see the runway The caution terrain alert went away immediately and it did get my attention; I evaluated the situation looking at the middle of the river where we were at; I leveled out added a bit of power and was able to continue the approach successfully however I look back now I question whether or not I should've done a go around. I also should have noticed the FPA was not set to 3 degrees as I requested which Contributed to the situation. The train map did not appear probably due to the fact that it was momentary.Although I am very familiar with ZZZ and a flown it many many times; this is one of the first times I have flown into ZZZ as captain. looking back I should have done a terrain avoidance go around. EGPWS RECOVERYA. In day visual conditions with terrain and obstacles clearly in sight; immediately take positive corrective action until the EGPWS warning/alert stops; terrain clearance is assured; and advise ATC.B. At night or in IMC; the following EGPWS alerts require an immediate recovery using the recovery procedure: 'PULL UP' 'TERRAIN; TERRAIN' 'TOO LOW TERRAIN' 'OBSTACLE OBSTACLE; PULL UP'
EMB175 flight crew reported momentary EGPWS warning on final approach.