Narrative:

Egpws warning on approach to runway 32; at ith airport. We were given a vector by elmira approach; which put us on a downwind leg approximately 10 miles (laterally) from runway 32 at an altitude of 4;000 feet. We reported the runway in sight midway through the downwind leg. We were cleared for the visual approach to runway 32. The approach was backed up with the ILS. I maneuvered the aircraft to bring our downwind leg closer to the runway. The captain (ca) and I both had terrain mode selected on our mfds. We were aware of and had discussed the terrain/obstacles in the area and wanted to keep the approach closer to the airport. The series of headings flown ultimately lined us up for an extended left base for runway 32. Within 5 miles laterally from the final approach course; on the base leg; I began a descent to pattern altitude while slowing to vref. The landing check was also completed at this time. Pattern altitude was 2;600 feet; however; 2;900 feet was set in the altitude pre-select. My goal was to intercept final at or just inside vrnah (the final approach fix) which was 4.9 miles from the runway. Glideslope intercept altitude at vrnah is 2;837 feet. I wanted to stay slightly higher than pattern altitude to ensure sufficient terrain clearance until intercepting the final approach course at some point slightly inside of vrnah. The winds at altitude were approximately 322 degrees at 25 kts. I was anticipating that the winds at altitude would drift us closer vrnah during the base to final turn. On the base leg; approximately 2 to 2 1/2 miles laterally from the final approach course; I disconnected the autopilot and continued the turn to the final approach course. The turn put us on about a 3.5 to 4 mile final. At the same time; I began my descent from 2;900 feet. Shortly after beginning my descent I received an egpws terrain caution message followed immediately by an egpws terrain warning. I completed the egpws escape maneuver; followed by a missed approach. Another approach to a landing was conducted without incident. Prior to receiving the egpws warning I felt the approach was stable. The aircraft was fully configured; at approach maneuvering speed; with a descent rate of less than 500 fpm. I knew there was terrain east of the final approach course. I deliberately noted the winds and made sure that I intercepted the final approach course at a speed and angle that would avoid overshooting to the east of course. I had the runway in sight during the turn. There did not appear to be any danger of overshooting the final approach course during the turn. However; I believe the aircraft's closure rate with a tower abeam the final approach course may have triggered the egpws warning.things I would change about this approach. 1) I would have squared up the pattern; to bring the downwind leg closer to the runway; instead of flying an angled base leg to final. The angled base leg (away from the runway) made it more difficult to judge where the aircraft would intercept the final approach course since the final turn was greater than 90 degrees. 2) I would have intercepted the final approach course outside of vrnah at or above 3;000; according the IAP. In hindsight; I realized my base to final turn was made adjacent to one of the highest obstacles near the final approach course. The aircraft's closure rate with this obstacle during the base to final turn may have caused the egpws warning.

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Original NASA ASRS Text

Title: An air carrier First Officer reported receiving EGPWS terrain warning on a night visual approach to ITH Runway 32.

Narrative: EGPWS warning on approach to runway 32; at ITH airport. We were given a vector by Elmira approach; which put us on a downwind leg approximately 10 miles (laterally) from runway 32 at an altitude of 4;000 feet. We reported the runway in sight midway through the downwind leg. We were cleared for the visual approach to runway 32. The approach was backed up with the ILS. I maneuvered the aircraft to bring our downwind leg closer to the runway. The Captain (CA) and I both had terrain mode selected on our MFDs. We were aware of and had discussed the terrain/obstacles in the area and wanted to keep the approach closer to the airport. The series of headings flown ultimately lined us up for an extended left base for runway 32. Within 5 miles laterally from the final approach course; on the base leg; I began a descent to pattern altitude while slowing to VREF. The landing check was also completed at this time. Pattern altitude was 2;600 feet; however; 2;900 feet was set in the altitude pre-select. My goal was to intercept final at or just inside VRNAH (the final approach fix) which was 4.9 miles from the runway. Glideslope intercept altitude at VRNAH is 2;837 feet. I wanted to stay slightly higher than pattern altitude to ensure sufficient terrain clearance until intercepting the final approach course at some point slightly inside of VRNAH. The winds at altitude were approximately 322 degrees at 25 kts. I was anticipating that the winds at altitude would drift us closer VRNAH during the base to final turn. On the base leg; approximately 2 to 2 1/2 miles laterally from the final approach course; I disconnected the autopilot and continued the turn to the final approach course. The turn put us on about a 3.5 to 4 mile final. At the same time; I began my descent from 2;900 feet. Shortly after beginning my descent I received an EGPWS terrain caution message followed immediately by an EGPWS terrain warning. I completed the EGPWS escape maneuver; followed by a missed approach. Another approach to a landing was conducted without incident. Prior to receiving the EGPWS warning I felt the approach was stable. The aircraft was fully configured; at approach maneuvering speed; with a descent rate of less than 500 fpm. I knew there was terrain east of the final approach course. I deliberately noted the winds and made sure that I intercepted the final approach course at a speed and angle that would avoid overshooting to the east of course. I had the runway in sight during the turn. There did not appear to be any danger of overshooting the final approach course during the turn. However; I believe the aircraft's closure rate with a tower abeam the final approach course may have triggered the EGPWS warning.Things I would change about this approach. 1) I would have squared up the pattern; to bring the downwind leg closer to the runway; instead of flying an angled base leg to final. The angled base leg (away from the runway) made it more difficult to judge where the aircraft would intercept the final approach course since the final turn was greater than 90 degrees. 2) I would have intercepted the final approach course outside of VRNAH at or above 3;000; according the IAP. In hindsight; I realized my base to final turn was made adjacent to one of the highest obstacles near the final approach course. The aircraft's closure rate with this obstacle during the base to final turn may have caused the EGPWS warning.

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.