Narrative:

I was pilot not flying on this high-workload localizer FMS runway 25 approach into ege; our second leg of a two-leg day. We encountered a very short GPWS warning (1 to 3 seconds?) as we passed over a ridge on short final; approximately 1-2 minutes before touchdown. With significant remaining daylight and good visibility; combined with previous experience on this approach; we concurred that we were in a safe position to continue the approach. Among the items contributing to the GPWS event is the large number of bulleted items listed on the airport briefing page; the ege localizer FMS runway 25 technique guide. As a human factors engineer by education; I have found it peculiar that instead of monitoring the pilot flying's approach with care; I find myself reading multiple (perhaps far too many?) steps of what 'should' be done at various points on the approach instead of trying to maintain the 'big picture' of the basics: altitude and airspeed at each crossing point. Other factors/considerations: first; request by denver ATC to 'keep our speed up' contributed to being high and fast for much of the approach. Next; sleep debt due to atrocious sleep quality at the long layover hotel which resulted in zero day sleep (despite hours of trying) prior to that sequence's red-eye flight the day prior. (Please see previous reports and literally pages of complaints from dozens of pilots on hotel committee's web page.) lastly; delayed arrival on the previous leg resulted in no opportunity to take a planned nap during our 2.5 hours break prior to our ege flight.take additional action to replace current west coast long layover hotel as it is frequently quite unsatisfactory for day sleepers; thus leading to chronic crew fatigue. Also; state 'unable' when asked to 'keep our speed up' on ege approach as it's a sure set up for a GPWS alert. Finally; remove and edit ege briefing chart bulleted items and verbiage to a smaller; more manageable amount.

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Original NASA ASRS Text

Title: A fatigued air carrier First Officer described a momentary GPWS warning during a day VMC EGE approach which he attributes to ATC speed requests; the extensive airport approach brief page and lack of sleep.

Narrative: I was pilot not flying on this high-workload LOC FMS Runway 25 approach into EGE; our second leg of a two-leg day. We encountered a very short GPWS warning (1 to 3 seconds?) as we passed over a ridge on short final; approximately 1-2 minutes before touchdown. With significant remaining daylight and good visibility; combined with previous experience on this approach; we concurred that we were in a safe position to continue the approach. Among the items contributing to the GPWS event is the large number of bulleted items listed on the airport briefing page; the EGE LOC FMS Runway 25 Technique Guide. As a Human Factors Engineer by education; I have found it peculiar that instead of monitoring the pilot flying's approach with care; I find myself reading multiple (perhaps far too many?) steps of what 'should' be done at various points on the approach instead of trying to maintain the 'big picture' of the basics: altitude and airspeed at each crossing point. Other factors/considerations: First; request by Denver ATC to 'keep our speed up' contributed to being high and fast for much of the approach. Next; sleep debt due to atrocious sleep quality at the long layover hotel which resulted in zero day sleep (despite hours of trying) prior to that sequence's red-eye flight the day prior. (Please see previous reports and literally pages of complaints from dozens of pilots on Hotel Committee's web page.) Lastly; delayed arrival on the previous leg resulted in no opportunity to take a planned nap during our 2.5 hours break prior to our EGE flight.Take additional action to replace current West Coast long layover hotel as it is frequently quite UNSATISFACTORY for day sleepers; thus leading to chronic crew fatigue. Also; state 'unable' when asked to 'keep our speed up' on EGE approach as it's a sure set up for a GPWS alert. Finally; remove and edit EGE briefing chart bulleted items and verbiage to a smaller; more manageable amount.

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.