Narrative:

Flight was descending into scranton airport when we got a 'terrain; terrain' aural message. We were cleared to lacie intersection and then direct to the airport; we were also cleared to descend from 9;000 ft to 4;000 ft. During this time the autopilot was on and were descending at flight idle at 1;800 ft per minute doing about 240 KTS indicated. Approach control asked if we had the airport at 12 o'clock and we confirmed that we did. We were than cleared for the visual approach to runway 22 and to contact tower. Being unfamiliar with this airport; I elected to backup the visual with the ILS to runway 22 and to inform the first officer to let tower know that we were on a modified base. I also selected 2;800 ft in the altitude selector as this was the altitude at wexin.as we were descending from 4;000 ft; both the first officer and I noticed that there was terrain surrounding the airport; we also noticed that our flight path was taking us toward two very tall towers. I informed the first officer that I was going to turn left so as to keep the tallest tower toward the right side of the aircraft; I had the shorter tower on the left side. ATC called us and asked if we had the two towers in sight and we replied we had a visual on both towers. Just about that moment we got 'terrain; terrain;' I immediately disconnected the autopilot; pressed the toga buttons and firewalled the thrust levers; we were descending through 3;000 ft when we got the aural warning. I climbed immediately and never got the 'terrain; terrain' message again. The rest of the flight was completed visually backed up with the ILS to runway 22 with no further incident.a major threat and one that became even more apparent the following morning was the surrounding terrain and how close it is to the airport; especially when approaching from the west. I do not know if this is a brand new service for my airline. Why is there no mention of rising terrain on the company procedures pages or why are there no special airport pages. Maybe these pages will be updated in the next revision. One only has to look at other airports like roa; elm or crw to appreciate that avp needs to have the company procedures and special airport pages updated. Also having the approach plate show topography would go along way to increase our situational awareness.now more than ever; every visual approach; especially with an unfamiliar airport will be flown with a request for radar vectors. The extra time that it takes to have a second pair of eyes take responsibility for obstacle clearance is invaluable and may just save the day. Whether is was our rate of descent at 1;800 ft a minute being in close proximity to those two towers; even though we were in visual conditions and had both towers in sight or worse being close to terrain; will make for some interesting conversations in future CRM classes. I know what I will do going forward; having those company procedures and special airport pages updated as soon as possible is long overdue and might help the next flight from having a similar incident. I would also pull up terrain on my mfd if there is no weather involved.

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Original NASA ASRS Text

Title: An air carrier crew was unprepared for the steeply rising terrain on the AVP Runway 22 approach and responded to an EGPWS terrain warning at 3;000 FT descending near the tall towers.

Narrative: Flight was descending into Scranton Airport when we got a 'Terrain; Terrain' aural message. We were cleared to LACIE Intersection and then direct to the airport; we were also cleared to descend from 9;000 FT to 4;000 FT. During this time the autopilot was on and were descending at flight idle at 1;800 FT per minute doing about 240 KTS indicated. Approach Control asked if we had the airport at 12 o'clock and we confirmed that we did. We were than cleared for the visual approach to Runway 22 and to contact Tower. Being unfamiliar with this airport; I elected to backup the visual with the ILS to Runway 22 and to inform the First Officer to let Tower know that we were on a modified base. I also selected 2;800 FT in the altitude selector as this was the altitude at WEXIN.As we were descending from 4;000 FT; both the First Officer and I noticed that there was terrain surrounding the airport; we also noticed that our flight path was taking us toward two very tall towers. I informed the First Officer that I was going to turn left so as to keep the tallest tower toward the right side of the aircraft; I had the shorter tower on the left side. ATC called us and asked if we had the two towers in sight and we replied we had a visual on both towers. Just about that moment we got 'Terrain; Terrain;' I immediately disconnected the autopilot; pressed the TOGA buttons and firewalled the thrust levers; we were descending through 3;000 FT when we got the aural warning. I climbed immediately and never got the 'Terrain; Terrain' message again. The rest of the flight was completed visually backed up with the ILS to Runway 22 with no further incident.A major threat and one that became even more apparent the following morning was the surrounding terrain and how close it is to the airport; especially when approaching from the west. I do not know if this is a brand new service for my airline. Why is there no mention of rising terrain on the Company Procedures pages or why are there no Special Airport pages. Maybe these pages will be updated in the next revision. One only has to look at other airports like ROA; ELM or CRW to appreciate that AVP needs to have the Company Procedures and Special Airport pages updated. Also having the approach plate show Topography would go along way to increase our situational awareness.Now more than ever; every visual approach; especially with an unfamiliar airport will be flown with a request for radar vectors. The extra time that it takes to have a second pair of eyes take responsibility for obstacle clearance is invaluable and may just save the day. Whether is was our rate of descent at 1;800 FT a minute being in close proximity to those two towers; even though we were in visual conditions and had both towers in sight or worse being close to terrain; will make for some interesting conversations in future CRM classes. I know what I will do going forward; having those Company Procedures and Special Airport pages updated ASAP is long overdue and might help the next flight from having a similar incident. I would also pull up Terrain on my MFD if there is no weather involved.

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.