Narrative:

Cleared for a visual into elp runway 8R we entered a straight in around 6 to 7 miles. Roughly 5 miles west of the airport is a mountain range 6;000 to 6;500 MSL with towers to the right and left of the final approach course. Following visual approach guidance (only approach guidance available to this runway) it appeared that if we followed the advisory glide path we would be dangerously close to the terrain and obstruction. Uncomfortable with the sight picture a level off was initiated between 7;500 and 8;000 feet. During the level off an obstacle proximity aural was heard and a brief climb avoidance aural. Having full sight of the obstacle to my right and lower I remained at the level off altitude until clear. A stabilized approach was obtained just before 1;000 afe and a normal landing occurred. Runways 4 and 22 were closed and landing 26L would have been with a tailwind greater than 10 KTS with reporting weather conditions at the time. First time landing runway 8R in elp and dealing with the terrain and obstructions to the west. Without an instrument approach or a charted visual to runway 8R or some type guidance this puts pilots at a disadvantage. A crossing restriction over the terrain and obstacle would be helpful but I feel that leveling at any higher of an altitude would then make a stabilized approach much harder to achieve. A greater than 3 degree glide path would be required and a flight idle decent that close to the ground presents its own dangers. A charted visual with approach profile inside of the terrain would be useful. I believe that comes with its own challenges being in close proximity to the boarder just south and biggs AFB to the north. Having experienced this during the day time I would weigh heavily my options and be inclined to decline this visual approach at night.

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Original NASA ASRS Text

Title: Air Carrier First Officer reported experiencing a CFTT incident while on a visual approach to ELP airport.

Narrative: Cleared for a visual into ELP Runway 8R we entered a straight in around 6 to 7 miles. Roughly 5 miles west of the airport is a mountain range 6;000 to 6;500 MSL with towers to the right and left of the final approach course. Following visual approach guidance (only approach guidance available to this runway) it appeared that if we followed the advisory glide path we would be dangerously close to the terrain and obstruction. Uncomfortable with the sight picture a level off was initiated between 7;500 and 8;000 feet. During the level off an obstacle proximity aural was heard and a brief climb avoidance aural. Having full sight of the obstacle to my right and lower I remained at the level off altitude until clear. A stabilized approach was obtained just before 1;000 AFE and a normal landing occurred. Runways 4 and 22 were closed and landing 26L would have been with a tailwind greater than 10 KTS with reporting weather conditions at the time. First time landing Runway 8R in ELP and dealing with the terrain and obstructions to the west. Without an instrument approach or a charted visual to Runway 8R or some type guidance this puts pilots at a disadvantage. A crossing restriction over the terrain and obstacle would be helpful but I feel that leveling at any higher of an altitude would then make a stabilized approach much harder to achieve. A greater than 3 degree glide path would be required and a flight idle decent that close to the ground presents its own dangers. A charted visual with approach profile inside of the terrain would be useful. I believe that comes with its own challenges being in close proximity to the boarder just south and Biggs AFB to the north. Having experienced this during the day time I would weigh heavily my options and be inclined to decline this visual approach at night.

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.