Narrative:

[We were on] approach into abq with ATIS reporting scattered clouds and wind of 200/9g15. We expected and were given a visual approach to runway 26. We had already talked about this approach before leaving our departure airport and had briefed that the aircraft would probably not be stabilized by 1;000 ft on this approach. We also briefed the terrain in the area. We were given an altitude of 9;200 ft and a westerly heading that headed us right for the airport prior to the last mountain ridge to fly over. Prior to reaching 9;200 ft the controller asked if we had the runway in site and we confirmed we did. He cleared us for a visual approach. Approaching the last mountain ridge I was monitoring the terrain heights on our terrain display in the cockpit and began a slow descent (100-200 ft/min) that took us just slightly below the 9;200 ft clearance just as I felt we were passing the final ridge. I slowed the aircraft down and we had flaps to 23 prior to reaching that final ridge. Tower called out a helicopter that was north of our position. Never did get the helicopter in sight and the fact of having the copter there was a distraction during an important part of a tricky landing with tough terrain. After I thought we had just passed the final mountain ridge I began a descent; still rather slow; though; and we received a 'terrain' warning from the egpws. I believe the lowest the radio altimeter reached was 1;600 ft. I immediately stopped the shallow descent that I had going and added a slight amount of power and told the first officer that I had the terrain in sight. The warning only lasted a brief moment as we passed the final ridge and it went away. I started to fly a southerly heading in order to do a turn to help us get down. Gear was dropped and flaps brought to 40 quickly. After making the southerly turn I turned north to get back to the runway and with the reported wind that would have put us with a tailwind. I rolled out on final around 1;800 ft with an approximately 2;000 ft descent rate. We were not stabilized at 1;000 ft but that had already been briefed. We were stabilized by 500 ft and the aircraft touched down in the touchdown zone. Upon rolling out we noticed that the windsock actually looked like a slight tailwind for runway 26. We were given a more westerly heading than I have ever had going into this airport. We are usually taken south of the field before released to a visual. I was expecting that and it made it more difficult with the reported wind to get the aircraft into a landing position. In the future coordinating better with ATC to allow for more room to descend in a very confined space would help. ATC distraction of a helicopter took the first officer out of the loop a little as he had to deal with additional radio calls and could not monitor as well since he was looking for the traffic. I felt I was clear of that ridge when I obviously wasn't quite clear.

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Original NASA ASRS Text

Title: An Air Carrier crew completed an ABQ Runway 26 landing after a momentary EGPWS warning at 9;200 FT but maneuver the aircraft during descent to land following a stabilized approach.

Narrative: [We were on] approach into ABQ with ATIS reporting scattered clouds and wind of 200/9G15. We expected and were given a visual approach to Runway 26. We had already talked about this approach before leaving our departure airport and had briefed that the aircraft would probably not be stabilized by 1;000 FT on this approach. We also briefed the terrain in the area. We were given an altitude of 9;200 FT and a westerly heading that headed us right for the airport prior to the last mountain ridge to fly over. Prior to reaching 9;200 FT the Controller asked if we had the runway in site and we confirmed we did. He cleared us for a visual approach. Approaching the last mountain ridge I was monitoring the terrain heights on our terrain display in the cockpit and began a slow descent (100-200 FT/min) that took us just slightly below the 9;200 FT clearance just as I felt we were passing the final ridge. I slowed the aircraft down and we had flaps to 23 prior to reaching that final ridge. Tower called out a helicopter that was north of our position. Never did get the helicopter in sight and the fact of having the copter there was a distraction during an important part of a tricky landing with tough terrain. After I thought we had just passed the final mountain ridge I began a descent; still rather slow; though; and we received a 'terrain' warning from the EGPWS. I believe the lowest the radio altimeter reached was 1;600 FT. I immediately stopped the shallow descent that I had going and added a slight amount of power and told the First Officer that I had the terrain in sight. The warning only lasted a brief moment as we passed the final ridge and it went away. I started to fly a southerly heading in order to do a turn to help us get down. Gear was dropped and flaps brought to 40 quickly. After making the southerly turn I turned north to get back to the runway and with the reported wind that would have put us with a tailwind. I rolled out on final around 1;800 FT with an approximately 2;000 FT descent rate. We were not stabilized at 1;000 FT but that had already been briefed. We were stabilized by 500 FT and the aircraft touched down in the touchdown zone. Upon rolling out we noticed that the windsock actually looked like a slight tailwind for Runway 26. We were given a more westerly heading than I have ever had going into this airport. We are usually taken south of the field before released to a visual. I was expecting that and it made it more difficult with the reported wind to get the aircraft into a landing position. In the future coordinating better with ATC to allow for more room to descend in a very confined space would help. ATC distraction of a helicopter took the First Officer out of the loop a little as he had to deal with additional radio calls and could not monitor as well since he was looking for the traffic. I felt I was clear of that ridge when I obviously wasn't quite clear.

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.