Narrative:

We were talking to asheville approach and they gave us a heading of 110 degrees and asked us to descend to 5;000 feet and once we had the airport in sight. We were cleared for a visual approach to runway 34. It was a VFR clear day and winds were calm. The glide path (gp) for ILS 34 was out of service (OTS) so we planned on using the visual approach from the FMS data base and use the 5 nm fix. And briefed the approach using the ILS 34 plate to get the information for highest obstacle and altitude.there were other VFR traffic in the area that we were clear of. Once we were cleared for the visual approach to runway 34; I selected an altitude of 3;700 feet on the altitude selector and were descending at about 1;200 FPM. We were at about 4;200 feet and I decreased the vs to 800 FPM. We were approximately 1/2 mile from the extended centerline of the and about 1 1/2 mile southwest of 5 mile fix (which is close to ennka). We had flaps 20 selected and speed at 180 knots. We were turning toward the final and we got a GPWS warning of 'terrain' 'terrain'; followed by 'terrain terrain pull up'. It seemed like a GPWS error and we arrested the rate of descent and were leveled off at 3;900 feet at about 5 and half mile. While we were on the centerline and just above the 5 mile fix which is close to ennka; we were at about we got another GPWS warning 'terrain terrain'. We were above 3;700 ft. We ignored the warning since it was a clear VFR day and we had the terrain in site. Not to sure if it was a terrain database fault or an unknown error. I have flown to avl few times and I have never encountered this issue.we continued the approach and we were following the snowflake; the approach was stable. We were a bit high on the VASI. Since; it was stable and within the parameters for the visual approach under VFR conditions; we continued and landed safely.the threat is for unexpected warning on VFR conditions. And it is surprising because you would have done the approach many times. It takes couple of seconds for a reaction to occur. It seemed like one can get a GPWS warning even if one would do the published ILS approach. Since we were so close to the FAF on the ILS 34 viz ennka and at a higher altitude.my first suggestion would most probably use a lower rate of descent and instead of putting a visual approach; use the ILS approach and use the localizer frequency which will be more accurate even though we would not have the GS. Once we are past our FAF we can use constant angle on precision approach (canpa) procedure. Which would make a more controlled approach. And start the approach from broad river NDB for an extended final.

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Original NASA ASRS Text

Title: An air carrier First Officer reported that while descending on a visual approach to AVL Runway 34 heading southeast at about 4;700 feet; the EGPWS alerted just outside AENNKA; one half mile west of the Runway extended centerline.

Narrative: We were talking to Asheville approach and they gave us a heading of 110 Degrees and asked us to descend to 5;000 feet and once we had the airport in sight. We were cleared for a visual approach to Runway 34. It was a VFR clear day and winds were calm. The Glide Path (GP) for ILS 34 was Out of Service (OTS) so we planned on using the VISUAL approach from the FMS data base and use the 5 nm fix. And briefed the approach using the ILS 34 plate to get the information for highest obstacle and altitude.There were other VFR traffic in the area that we were clear of. Once we were cleared for the VISUAL approach to Runway 34; I selected an altitude of 3;700 feet on the altitude selector and were descending at about 1;200 FPM. We were at about 4;200 Feet and I decreased the VS to 800 FPM. We were approximately 1/2 mile from the extended centerline of the and about 1 1/2 Mile southwest of 5 mile fix (which is close to ENNKA). We had flaps 20 selected and speed at 180 knots. We were turning toward the final and we got a GPWS warning of 'TERRAIN' 'TERRAIN'; followed by 'TERRAIN TERRAIN PULL UP'. It seemed like a GPWS error and we arrested the rate of descent and were leveled off at 3;900 feet at about 5 and half mile. While we were on the centerline and just above the 5 Mile fix which is close to ENNKA; we were at about we got another GPWS warning 'TERRAIN TERRAIN'. We were above 3;700 Ft. We ignored the warning since it was a clear VFR day and we had the terrain in site. Not to sure if it was a TERRAIN Database fault or an unknown error. I have flown to AVL few times and I have never encountered this issue.We continued the approach and we were following the snowflake; the approach was stable. We were a bit high on the VASI. Since; it was stable and within the parameters for the Visual Approach under VFR conditions; we continued and landed safely.The threat is for unexpected warning on VFR conditions. And it is surprising because you would have done the approach many times. It takes couple of seconds for a reaction to occur. It seemed like one can get a GPWS warning even if one would do the published ILS approach. Since we were so close to the FAF on the ILS 34 viz ENNKA and at a higher altitude.My first suggestion would most probably use a lower rate of descent and instead of putting a visual approach; use the ILS approach and use the localizer frequency which will be more accurate even though we would not have the GS. Once we are past our FAF we can use Constant Angle on Precision Approach (CANPA) procedure. Which would make a more controlled approach. And start the approach from Broad River NDB for an extended final.

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.