Narrative:

Inbound to avl; we received a GPWS warning of terrain; pull-up about 10 miles northwest of the airport. We were heading directly to the 5 mile fix for the visual approach for runway 17. The winds were calm and the skies perfectly clear with good visibility. We were aware of the terrain in the area and noted the possible GPWS warning for runway 35.coming in from the northwest and landing on runway 17 created a higher rate of descent in order to get down and prepare for the visual approach. We were cleared down to 5;000 feet and when we called the airport in sight; we were then cleared for the visual approach. The GPS to runway 17 depicts 4;000 feet to the final approach so the pilot flying selected 4;000 in the altitude pre-select and initiated a descent in vertical speed mode. At that time; we were approximately 10 miles northwest of the airport about to level out at 4;000 feet when the GPWS system alerted us of terrain; pull-up. The pilot flying disconnected the autopilot and initiated a climb till the warning stopped. We still had the airport in sight at approximately 2-3 miles away from the 5 mile fix; so we extended the flaps and gear normally and executed a stabilized visual approach to runway 17.I don't know the exact parameters necessary for the GPWS system to activate; but we think it was caused by the higher rate of descent within close proximity to the surrounding terrain. Knowing the terrain could come into play on a visual approach at night; it would have been a better idea to load the GPS to runway 17 in the FMS as a backup.when cleared for a visual approach at night; it is best to back up the approach with a published ILS; GPS; or VOR approach. This will ensure necessary terrain clearances and enhance situational awareness especially around higher terrain.

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Original NASA ASRS Text

Title: Air carrier flight crew reported receiving a GPWS warning while on approach over terrain at night.

Narrative: Inbound to AVL; we received a GPWS warning of TERRAIN; PULL-UP about 10 miles northwest of the airport. We were heading directly to the 5 mile fix for the visual approach for runway 17. The winds were calm and the skies perfectly clear with good visibility. We were aware of the terrain in the area and noted the possible GPWS warning for runway 35.Coming in from the northwest and landing on runway 17 created a higher rate of descent in order to get down and prepare for the visual approach. We were cleared down to 5;000 feet and when we called the airport in sight; we were then cleared for the visual approach. The GPS to runway 17 depicts 4;000 feet to the final approach so the pilot flying selected 4;000 in the altitude pre-select and initiated a descent in vertical speed mode. At that time; we were approximately 10 miles northwest of the airport about to level out at 4;000 feet when the GPWS system alerted us of TERRAIN; PULL-UP. The pilot flying disconnected the autopilot and initiated a climb till the warning stopped. We still had the airport in sight at approximately 2-3 miles away from the 5 mile fix; so we extended the flaps and gear normally and executed a stabilized visual approach to runway 17.I don't know the exact parameters necessary for the GPWS system to activate; but we think it was caused by the higher rate of descent within close proximity to the surrounding terrain. Knowing the terrain could come into play on a visual approach at night; it would have been a better idea to load the GPS to runway 17 in the FMS as a backup.When cleared for a visual approach at night; it is best to back up the approach with a published ILS; GPS; or VOR approach. This will ensure necessary terrain clearances and enhance situational awareness especially around higher terrain.

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.