Narrative:

Descending into abq from the east at 10;000 feet I called the airport in sight and asked for and accepted the visual approach to rwy 3. I was monitoring the terrain via radar and altimeter and continued my descent gradually noting a clear path ahead after crossing what I believed to be the last ridge line. I intentionally delayed commencing my descent to final approach fix alt (7400 ft) until crossing the ridge line area approximately 10 mi east of the field. I had intentionally slowed to approximately 225 kts to limit high speed descent/closure rates over the area terrain. As I extended the speed brakes and began to descend passing approx. 8500 ft the egpws went off. Caution terrain immediately followed by pull-up. I commenced the CFIT maneuver and as the power and nose came up the warnings ceased. After ensuring we were clear of terrain I resumed normal flight to the visual approach rwy 3 and landed uneventfully. In reviewing this event in my mind I recalled extending the speed brakes earlier in the descent to slow to 225 kts in the attempt to avoid and prevent the high descent rates once in terrain. During the recovery and as my first officer backed me up on procedures I realized that the speed brakes were extended. I do not recall if the speed brakes had remained extended from the initial descent or from the final descent to the field. In any case the speed brakes extended probably exacerbated the situation. This event is haunting to say the least.

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Original NASA ASRS Text

Title: Air carrier flight crew received an EGPWS while descending into ABQ from the east on a visual approach to Runway 3.

Narrative: Descending into ABQ from the east at 10;000 feet I called the airport in sight and asked for and accepted the visual approach to rwy 3. I was monitoring the terrain via radar and altimeter and continued my descent gradually noting a clear path ahead after crossing what I believed to be the last ridge line. I intentionally delayed commencing my descent to final approach fix alt (7400 ft) until crossing the ridge line area approximately 10 mi east of the field. I had intentionally slowed to approximately 225 kts to limit high speed descent/closure rates over the area terrain. As I extended the speed brakes and began to descend passing approx. 8500 ft the EGPWS went off. Caution terrain immediately followed by pull-up. I commenced the CFIT maneuver and as the power and nose came up the warnings ceased. After ensuring we were clear of terrain I resumed normal flight to the visual approach rwy 3 and landed uneventfully. In reviewing this event in my mind I recalled extending the speed brakes earlier in the descent to slow to 225 kts in the attempt to avoid and prevent the high descent rates once in terrain. During the recovery and as my FO backed me up on procedures I realized that the speed brakes were extended. I do not recall if the speed brakes had remained extended from the initial descent or from the final descent to the field. In any case the speed brakes extended probably exacerbated the situation. This event is haunting to say the least.

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.