Crj-200 first officer reported receiving an egpws terrain warning as well as a low altitude alert fr...

Narrative:

Both captain and I were low time ('high mins') in our respective seats. Weather on east coast was degrading due to a winter storm; but btv was forecast good at time of dispatch and actual departure. We checked reports before leaving to ensure legal dispatch; and we were good. Enroute; we discussed with dispatcher who was giving us updates on weather in btv. The visibility and ceilings were now dropping below forecasted weather and the dispatcher was incorrectly trying to apply [an] exemption on us; but I gave the dispatcher the cfm guidance on how we could not use the exemption due to both captain and I being low time in our seats. The weather did improve enough to let us try one approach into btv; and the captain and I both agreed that if we went missed that we would immediately divert to mht because of our fuel conditions.going into btv; the captain just then realized the glideslope was out of service and that we could only do a localizer approach that may or may not get us in for the approach. I was already aware of this from reviewing the notams. Since I was PF; I briefed the localizer for 33 and used the appropriate checklist and we agreed to use a canpa [constant angle non precision approach]. While on the approach; I asked the captain to verify we met all step down fixes; and we met the first one. However; while I was busy flying and not looking at the approach plate close enough I just felt like we were low and something was off. I looked over at the chart and realized we were low and I immediately thought we should go around. At the same time we received a terrain caution and then a warning to pull up as well as ATC saying check altitude. By this point I was already performing a go around and escape maneuver. Although we did not have the airport in sight during the approach; I did have ground reference at this time and knew we were still high enough above the terrain; but remembered btv does have mountainous terrain and can trigger egpws cautions on the approach. We safely executed a go around and diverted to mht. Captain and I both discussed on ground after and agreed we were both pressured by dispatch and that we both missed the altitude step down on the approach which triggered the egpws warning because of the terrain.

Original NASA ASRS Text

Title: CRJ-200 First Officer reported receiving an EGPWS terrain warning as well as a low altitude alert from ATC on approach into BTV. Both he and the Captain were on High Minimums.

Narrative: Both Captain and I were low time ('High Mins') in our respective seats. Weather on East Coast was degrading due to a winter storm; but BTV was forecast good at time of dispatch and actual departure. We checked reports before leaving to ensure legal dispatch; and we were good. Enroute; we discussed with Dispatcher who was giving us updates on weather in BTV. The visibility and ceilings were now dropping below forecasted weather and the Dispatcher was incorrectly trying to apply [an] exemption on us; but I gave the Dispatcher the CFM guidance on how we could not use the exemption due to both Captain and I being low time in our seats. The weather did improve enough to let us try one approach into BTV; and the Captain and I both agreed that if we went missed that we would immediately divert to MHT because of our fuel conditions.Going into BTV; the Captain just then realized the glideslope was out of service and that we could only do a LOC approach that may or may not get us in for the approach. I was already aware of this from reviewing the NOTAMs. Since I was PF; I briefed the LOC for 33 and used the appropriate checklist and we agreed to use a CANPA [Constant Angle Non Precision Approach]. While on the approach; I asked the Captain to verify we met all step down fixes; and we met the first one. However; while I was busy flying and not looking at the approach plate close enough I just felt like we were low and something was off. I looked over at the chart and realized we were low and I immediately thought we should go around. At the same time we received a terrain caution and then a warning to pull up as well as ATC saying check altitude. By this point I was already performing a go around and escape maneuver. Although we did not have the airport in sight during the approach; I did have ground reference at this time and knew we were still high enough above the terrain; but remembered BTV does have mountainous terrain and can trigger EGPWS Cautions on the approach. We safely executed a go around and diverted to MHT. Captain and I both discussed on ground after and agreed we were both pressured by Dispatch and that we both missed the altitude step down on the approach which triggered the EGPWS warning because of the 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.

Attributes
ACN	1523338
Time
Date	201803
Local Time Of Day	1201-1800
Place
Locale Reference	BTV.Airport
State Reference	VT
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	Regional Jet 200 ER/LR (CRJ200)
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Flight Plan	IFR
Person 1
Function	First Officer Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Deviation - Altitude Crossing Restriction Not Met Deviation - Altitude Overshoot Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT Inflight Event / Encounter Weather / Turbulence

Crj-200 first officer reported receiving an egpws terrain warning as well as a low altitude alert from ATC on approach into btv. Both he and the captain were on high minimums.