Narrative:

First officer was pilot flying and captain was pilot not flying [on a] night flight to boi. Boi was VMC with a scattered layer. Upon check-in with arrival; ATC informed the aircraft appeared five degrees right of course (clearance was direct boi from a fix on the departure) and then offered the crew direct to febes (5;500 ft 7.9 DME) on the RNAV 28R approach into boi. On descent we experienced light to moderate turbulence so pilot flying elected to expedite the descent. We had briefed the terrain to the north east of our arrival. With the field in sight we were cleared for the visual approach. There was terrain to the northeast of the arrival track which was depicted on the approach plate and terrain map display. Pilot flying elected to offset away from the terrain and selected botke (4;200 ft 4.0 DME) on the RNAV 28R approach. Landing gear was called for and down when the crew received a 'caution terrain' audible warning. Pilot flying immediately corrected the flight path and cross checked the terrain display. Approach was continued and aircraft landed without incident.upon receipt of a 'caution terrain' warning at night or in IMC; I will execute a go-around as dictated by the non-normals chapter of the QRH. The way forward to avoid this situation is to treat 10;000 ft as a 'path crosscheck altitude'. If I am below the path; I will reduce and/or halt my descent rate until I am established on the path and then continue down to the cleared altitude. Quite often we have to hurry down for environmental or ATC reasons. A crosscheck of the path at 10;000 ft seems in order.

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Original NASA ASRS Text

Title: An Air Carrier First Officer did not commence the GPWS escape maneuver while on a RNAV Runway 28R approach to BOI in night VMC conditions.

Narrative: First Officer was pilot flying and Captain was pilot not flying [on a] night flight to BOI. BOI was VMC with a scattered layer. Upon check-in with arrival; ATC informed the aircraft appeared five degrees right of course (clearance was direct BOI from a fix on the departure) and then offered the Crew direct to FEBES (5;500 FT 7.9 DME) on the RNAV 28R Approach into BOI. On descent we experienced light to moderate turbulence so pilot flying elected to expedite the descent. We had briefed the terrain to the north east of our arrival. With the field in sight we were cleared for the visual approach. There was terrain to the northeast of the arrival track which was depicted on the approach plate and Terrain Map display. Pilot flying elected to offset away from the terrain and selected BOTKE (4;200 FT 4.0 DME) on the RNAV 28R approach. Landing gear was called for and down when the crew received a 'Caution Terrain' audible warning. Pilot flying immediately corrected the flight path and cross checked the Terrain display. Approach was continued and aircraft landed without incident.Upon receipt of a 'Caution Terrain' warning at night or in IMC; I will execute a go-around as dictated by the Non-Normals chapter of the QRH. The way forward to avoid this situation is to treat 10;000 FT as a 'PATH crosscheck altitude'. If I am below the path; I will reduce and/or halt my descent rate until I am established on the path and then continue down to the cleared altitude. Quite often we have to hurry down for environmental or ATC reasons. A crosscheck of the path at 10;000 FT seems in order.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.