Narrative:

The RNAV 21 Y approach into cho at night will cause a 'caution terrain' if there is an attempt to continue visually to the runway near the wubak waypoint. Upon descent to the airport; we elected to use the RNAV Y 21 (and terrain display on the mfd) as a matter of prudence and good judgment instead of getting cleared for the visual explicitly because we knew mountains were near cho and it was very dark. Clearly; I didn't know enough about the mountains because the airplane pointed out the terrain for me. We received this alert due to the 1167 foot obstacle to the east of the approach course within 2 miles of the touchdown zone. We were approximately 1700 feet when we got the terrain caution. I immediately responded with 'climbing' in an attempt to clear the obstacle and re-assess the need for a missed approach. The first officer reacted by assessing the approach plate and responding that we are clear of the obstacle and we are still in a reasonable position to continue the approach. We both agreed to continue the approach after acquiring the PAPI and continuing to keep the runway in sight. We landed without any further issues.I had briefed the high mountainous terrain to the west of the airport during my approach briefing. A somewhat typical briefing point I suppose for anyone familiar with cho. There were three very critical points that make this event stand out to me. The first was the speed with which I briefed the RNAV approach. Second; because the approach was a 'backup' to the visual and it was a clear night; I was very complacent and confident that we wouldn't have any issue going into cho. In my brief I said 'the highest obstacle is 3640 feet to the northwest. There's a problem with merely briefing the 'highest obstacle.' there are other obstacles! Just because they aren't the highest; doesn't mean they won't kill me. Furthermore; paying attention to any obstacles close to the approach course is paramount. Third; I did not expect an obstacle to be so close to the airport. Especially since I had the runway in sight. Don't brief the plate too fast and read the company chart notes for every airport. Pay attention to complacency with airports I fly to frequently. Obstacles very close to the airport need to be top of mind. If shooting an approach that has a letter attached to it; the most likely reason is that there's something you'll hit if there was a straight in.

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Original NASA ASRS Text

Title: An Air Carrier pilot conducting a Visual Approach at night with the airport and terrain received a GPWS alert and continued their approach.

Narrative: The RNAV 21 Y Approach into CHO at night will cause a 'CAUTION TERRAIN' if there is an attempt to continue visually to the runway near the WUBAK waypoint. Upon descent to the airport; we elected to use the RNAV Y 21 (and terrain display on the MFD) as a matter of prudence and good judgment instead of getting cleared for the visual explicitly because we knew mountains were near CHO and it was very dark. Clearly; I didn't know enough about the mountains because the airplane pointed out the terrain for me. We received this alert due to the 1167 foot obstacle to the east of the approach course within 2 miles of the touchdown zone. We were approximately 1700 feet when we got the terrain caution. I immediately responded with 'climbing' in an attempt to clear the obstacle and re-assess the need for a missed approach. The First Officer reacted by assessing the approach plate and responding that we are clear of the obstacle and we are still in a reasonable position to continue the approach. We both agreed to continue the approach after acquiring the PAPI and continuing to keep the runway in sight. We landed without any further issues.I had briefed the high mountainous terrain to the west of the airport during my approach briefing. A somewhat typical briefing point I suppose for anyone familiar with CHO. There were three very critical points that make this event stand out to me. The first was the speed with which I briefed the RNAV approach. Second; because the approach was a 'backup' to the visual and it was a clear night; I was very complacent and confident that we wouldn't have any issue going into CHO. In my brief I said 'the highest obstacle is 3640 feet to the Northwest. There's a problem with merely briefing the 'highest obstacle.' There are OTHER OBSTACLES! Just because they aren't the highest; doesn't mean they won't kill me. Furthermore; paying attention to any obstacles close to the approach course is paramount. Third; I did not expect an obstacle to be so close to the airport. Especially since I had the runway in sight. Don't brief the plate too fast and read the company chart notes for every airport. Pay attention to complacency with airports I fly to frequently. Obstacles very close to the airport need to be top of mind. If shooting an approach that has a letter attached to it; the most likely reason is that there's something you'll hit if there was a straight in.

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.