Narrative:

As the pilot not flying; I had briefed the ILS to runway 3 approach according to SOP before descending through FL180. In the briefing I mentioned that downtown tower will frequently ask if we want to circle to runway 1 upon breaking out and getting the airport in sight. I mentioned that the weather was just above circling minimums if the pilot flying wanted to circle. We both agreed that circling at night is something we prefer to do only if absolutely necessary. We had the performance numbers to land on [runway] 3 with dry runway conditions. The ATIS was not reporting any precipitation nor had it for the several preceding hours. We agreed that we would not circle and just shoot the straight in ILS to [runway] 3. When we were handed off to tower; we were on the final approach course on the ILS several miles from fenen; level at 2;400 ft. Upon checking in with the tower; I asked for any braking action reports for [runway] 3. Tower said that he had none for [runway] 3 but that runway 1 had good braking reports. I then asked if they had received any precipitation that day. The controller indicated that yes they had reports of patchy ice and snow on runway 3. This new information immediately made both me and the pilot flying change our minds and we decided to circle to runway 1 after we broke out on the approach. We had fully configured the airplane for approach and landing during this conversation with the tower and were approaching fenen; the final approach fix. This is where we should have asked for a delay and vectors back to rejoin the final to allow us time to properly brief the new plan to shoot a non-precision approach with a circle instead of the previous plan of a straight in precision approach. We didn't do that; but instead quickly looked at the chart and set the new circling minimums and continued inbound on the approach. We both knew we had the ris VOR/DME and were able to use the lowest circling minimums of 1;400 ft since we could identify wiktu. What we failed to brief and actually do was to stop the descent at 1;560 ft until crossing wiktu. Crossing the final approach fix; the pilot flying disarmed the glideslope function of the flight director and autopilot and selected vertical speed mode. We then commenced a descent to 1;400 ft. By our estimates we reached 1;400 ft somewhere around wiktu possibly a little short of wiktu. As a result of being 160 ft lower than we should have been we got an 'obstacle' callout from the egpws system. By this time though we were VMC and I went heads up to start looking for the airport; which I picked up right about the same time. Since we were VMC and by the time we processed the 'obstacle' callout we were inside of wiktu we elected not to initiate any kind of go-around. We circled to runway 1 without incident; landed; taxied in and then discussed what had just happened. The lesson learned for me is that when plans change at the last minute; take the time to properly brief the new plan. It doesn't matter how inconvenient it might be for ATC; the passengers; or us. A proper brief of the new plan is essential.

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Original NASA ASRS Text

Title: After planning to land straight in on the short Runway 3 ILS at MKC the flight crew of a CE-560XL learned there had been previous less than good braking action reports at the airport. They opted to circle to land on the longer Runway 1. In making the rapid transition from a precision straight in to a non-precision circle to land they failed to comply with the step down altitude at WIKTU; descended instead to the circle to land MDA; setting off an EGPWS terrain warning.

Narrative: As the pilot not flying; I had briefed the ILS to Runway 3 approach according to SOP before descending through FL180. In the briefing I mentioned that Downtown Tower will frequently ask if we want to circle to Runway 1 upon breaking out and getting the airport in sight. I mentioned that the weather was just above circling minimums if the pilot flying wanted to circle. We both agreed that circling at night is something we prefer to do only if absolutely necessary. We had the performance numbers to land on [Runway] 3 with dry runway conditions. The ATIS was not reporting any precipitation nor had it for the several preceding hours. We agreed that we would not circle and just shoot the straight in ILS to [Runway] 3. When we were handed off to Tower; we were on the final approach course on the ILS several miles from FENEN; level at 2;400 FT. Upon checking in with the Tower; I asked for any braking action reports for [Runway] 3. Tower said that he had none for [Runway] 3 but that Runway 1 had good braking reports. I then asked if they had received any precipitation that day. The Controller indicated that yes they had reports of patchy ice and snow on Runway 3. This new information immediately made both me and the pilot flying change our minds and we decided to circle to Runway 1 after we broke out on the approach. We had fully configured the airplane for approach and landing during this conversation with the Tower and were approaching FENEN; the final approach fix. This is where we should have asked for a delay and vectors back to rejoin the final to allow us time to properly brief the new plan to shoot a non-precision approach with a circle instead of the previous plan of a straight in precision approach. We didn't do that; but instead quickly looked at the chart and set the new circling minimums and continued inbound on the approach. We both knew we had the RIS VOR/DME and were able to use the lowest circling minimums of 1;400 FT since we could identify WIKTU. What we failed to brief and actually do was to stop the descent at 1;560 FT until crossing WIKTU. Crossing the final approach fix; the pilot flying disarmed the glideslope function of the Flight Director and autopilot and selected Vertical Speed mode. We then commenced a descent to 1;400 FT. By our estimates we reached 1;400 FT somewhere around WIKTU possibly a little short of WIKTU. As a result of being 160 FT lower than we should have been we got an 'obstacle' callout from the EGPWS system. By this time though we were VMC and I went heads up to start looking for the airport; which I picked up right about the same time. Since we were VMC and by the time we processed the 'obstacle' callout we were inside of WIKTU we elected not to initiate any kind of go-around. We circled to Runway 1 without incident; landed; taxied in and then discussed what had just happened. The lesson learned for me is that when plans change at the last minute; take the time to properly brief the new plan. It doesn't matter how inconvenient it might be for ATC; the passengers; or us. A proper brief of the new plan is essential.

Data retrieved from NASA's ASRS site 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.