Narrative:

When getting the paperwork I had read the ops alert pertaining to the possibility of receiving a 'too low terrain' when landing 35R. We descended into cyyc via the ebgal 3 arrival landing runway 35R. Traffic was departing 35L. The latest weather had clear skies and visibility of 40 SM. I had seen the airport when we were more than 25+ miles away. We had done the approach descent checklist previously and had completed the approach checklist properly. The captain had identified the localizer for 35R and I verified it myself. We were cleared for the approach. I started the approach with autopilot on; after being established on the localizer and descending towards the runway; approach handed us over to tower. I always check to make sure the localizer and the magenta line match up; they did match up correctly on 35R. Captain checked in with tower and they cleared us to land 35R. Tower reported winds at 260/20g25. After turning the autopilot off; I was hand flying a stabilized approach. It seems at approximately 75 feet AGL; we received a 'too low terrain' egpws alert. The ops alert was the first thing that I thought of. I continued the approach to a safe landing on 35R. I continued the approach to landing because I could positively identify our location; verify there were no obstacle or terrain hazards; and was certain we were in the correct landing configuration (we had done the before landing checklist at the appropriate time). 1. The visibility was unlimited and I saw the airport many miles out.2. I have flown into cyyc several times and was 100 percent certain that we were lined up with 35R. I could see 35L. 3. I intercepted the localizer with LNAV. 4. I checked to make sure the localizer was centered on the aircraft; which it was. I verified our heading was correct for the landing runway. 5. We had completed the approach checklist and identified the localizer for 35R.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737 FO on an ILS approach to RWY 35R at CYYC reported ignoring a GPWS terrain alert because the runway was in sight and an Ops bulletin warned of possible false GPWS warnings on that approach.

Narrative: When getting the paperwork I had read the Ops alert pertaining to the possibility of receiving a 'TOO LOW TERRAIN' when landing 35R. We descended into CYYC via the EBGAL 3 arrival landing runway 35R. Traffic was departing 35L. The latest weather had clear skies and visibility of 40 SM. I had seen the airport when we were more than 25+ miles away. We had done the approach descent checklist previously and had completed the approach checklist properly. The Captain had identified the localizer for 35R and I verified it myself. We were cleared for the approach. I started the approach with autopilot on; after being established on the localizer and descending towards the runway; approach handed us over to Tower. I always check to make sure the localizer and the magenta line match up; they did match up correctly on 35R. Captain checked in with Tower and they cleared us to land 35R. Tower reported winds at 260/20G25. After turning the autopilot off; I was hand flying a stabilized approach. It seems at approximately 75 feet AGL; we received a 'TOO LOW TERRAIN' EGPWS ALERT. The ops alert was the first thing that I thought of. I continued the approach to a safe landing on 35R. I continued the approach to landing because I could positively identify our location; verify there were no obstacle or terrain hazards; and was certain we were in the correct landing configuration (We had done the before landing checklist at the appropriate time). 1. The visibility was unlimited and I saw the airport many miles out.2. I have flown into CYYC several times and was 100 percent certain that we were lined up with 35R. I could see 35L. 3. I intercepted the localizer with LNAV. 4. I checked to make sure the localizer was centered on the aircraft; which it was. I verified our heading was correct for the landing runway. 5. We had completed the approach checklist and identified the localizer for 35R.

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.