Narrative:

We briefed and set up for the RNAV 23 into des moines (dsm). Des moines approach turned us for final inside of herky; (the final approach fix for 23) and high. In a rush to stay ahead of the aircraft; I dialed 1;400 feet for the MDA (as briefed) and selected vertical speed down. I spun the wheel but my attention was drown elsewhere and I spun passed the 700-800 FPM and stopped on 1;400 FPM. This created as steeper than needed descent rate. The captain caught it and said; 'level off you're four red'. Soon after the egpws; warning 'glideslope' activated. I had already begun to level off when the warning activated. I continued to hold altitude until two white and two red were seen on the PAPI. I then continued a normal approach and landing.I had already completed a four-day trip and [had been] called in from short call for the fifth day. I had a satisfactory period of rest but was still tired from the previous four days of working. This created some mental sluggishness; which faced with the 'out of the norm' approach into des moines; put me behind the 'mental power curve'.I reacted appropriately to the captain's commands and the egpws warning and held attitude until a correct glide path was re-established. Suggest continuing to foster a culture where it's okay to say that a landing or take off might be outside of your capabilities. Whether it's because of experience or because a pilot is not on top of his game. Continue to teach (with greater emphasis) to captains and first officers that ATC commands are not set in stone and if more time to turn; descend; configure the aircraft; etc.; is needed then state that to ATC and request vectors.

Google
 

Original NASA ASRS Text

Title: CRJ-900 First Officer reported using excessive rate-of-descent and consequently the Captain directed a level off just prior to the crew receiving an EGPWS.

Narrative: We briefed and set up for the RNAV 23 into Des Moines (DSM). Des Moines Approach turned us for final inside of HERKY; (the final approach fix for 23) and high. In a rush to stay ahead of the aircraft; I dialed 1;400 feet for the MDA (as briefed) and selected Vertical Speed down. I spun the wheel but my attention was drown elsewhere and I spun passed the 700-800 FPM and stopped on 1;400 FPM. This created as steeper than needed descent rate. The Captain caught it and said; 'Level off you're four red'. Soon after the EGPWS; warning 'Glideslope' activated. I had already begun to level off when the warning activated. I continued to hold altitude until two white and two red were seen on the PAPI. I then continued a normal approach and landing.I had already completed a four-day trip and [had been] called in from short call for the fifth day. I had a satisfactory period of rest but was still tired from the previous four days of working. This created some mental sluggishness; which faced with the 'out of the norm' approach into Des Moines; put me behind the 'mental power curve'.I reacted appropriately to the Captain's commands and the EGPWS warning and held attitude until a correct glide path was re-established. Suggest continuing to foster a culture where it's okay to say that a landing or take off might be outside of your capabilities. Whether it's because of experience or because a pilot is not on top of his game. Continue to teach (with greater emphasis) to Captains and First Officers that ATC commands are not set in stone and if more time to turn; descend; configure the aircraft; etc.; is needed then state that to ATC and request vectors.

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.