Narrative:

To assist with the planned visual approach to runway 26 at abq; an RNAV fix for runway 26 was established. In addition; a 3 mi fix to the east on runway centerline was also established. A 3 degree slope was selected to the runway to ensure stabilized approach criteria would be met. While on a left downwind; a visual approach clearance was received and LNAV was engaged to the programmed 3 mi fix. With the autoplt engaged; the aircraft turned and proceeded to this fix. Vertical speed was selected to command a descent of approximately 1000 FPM. This was the required descent per the FMC to maintain the 3 degree profile. Terrain was selected on both pilot's navigation displays. As the aircraft proceeded on the programmed path; terrain was monitored via outside visual reference and also via terrain displays on the navigation displays. Although high terrain was present; this was well off the intended flight path. The RNAV generated flight path flown was over terrain that was depicted as green on the navigation displays. While on the intended flight path and with projected terrain clearance; a terrain caution was issued via the egpws. The descent was discontinued in response to this advisory. A moment later; the egpws issued a terrain warning and the required avoidance maneuver was initiated with continued visual contact with terrain. After a brief climb; the advisories ceased and the aircraft was returned to a stabilized descent. The aircraft was configured for landing and continued without further incident. A flight path that would remain closer to the landing runway would result in more terrain clearance. Also; knowledge of egpws sensitivity would result in an even more conservative flight profile resulting in more terrain separation and avoiding terrain cautions/advisories.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B737-NG RECEIVED AN EGPWS TERRAIN WARNING 3 NM EAST OF ABQ ON A 3 DEG GLIDE PATH TO RWY 26.

Narrative: TO ASSIST WITH THE PLANNED VISUAL APCH TO RWY 26 AT ABQ; AN RNAV FIX FOR RWY 26 WAS ESTABLISHED. IN ADDITION; A 3 MI FIX TO THE E ON RWY CTRLINE WAS ALSO ESTABLISHED. A 3 DEG SLOPE WAS SELECTED TO THE RWY TO ENSURE STABILIZED APCH CRITERIA WOULD BE MET. WHILE ON A L DOWNWIND; A VISUAL APCH CLRNC WAS RECEIVED AND LNAV WAS ENGAGED TO THE PROGRAMMED 3 MI FIX. WITH THE AUTOPLT ENGAGED; THE ACFT TURNED AND PROCEEDED TO THIS FIX. VERT SPD WAS SELECTED TO COMMAND A DSCNT OF APPROX 1000 FPM. THIS WAS THE REQUIRED DSCNT PER THE FMC TO MAINTAIN THE 3 DEG PROFILE. TERRAIN WAS SELECTED ON BOTH PLT'S NAV DISPLAYS. AS THE ACFT PROCEEDED ON THE PROGRAMMED PATH; TERRAIN WAS MONITORED VIA OUTSIDE VISUAL REF AND ALSO VIA TERRAIN DISPLAYS ON THE NAV DISPLAYS. ALTHOUGH HIGH TERRAIN WAS PRESENT; THIS WAS WELL OFF THE INTENDED FLT PATH. THE RNAV GENERATED FLT PATH FLOWN WAS OVER TERRAIN THAT WAS DEPICTED AS GREEN ON THE NAV DISPLAYS. WHILE ON THE INTENDED FLT PATH AND WITH PROJECTED TERRAIN CLRNC; A TERRAIN CAUTION WAS ISSUED VIA THE EGPWS. THE DSCNT WAS DISCONTINUED IN RESPONSE TO THIS ADVISORY. A MOMENT LATER; THE EGPWS ISSUED A TERRAIN WARNING AND THE REQUIRED AVOIDANCE MANEUVER WAS INITIATED WITH CONTINUED VISUAL CONTACT WITH TERRAIN. AFTER A BRIEF CLB; THE ADVISORIES CEASED AND THE ACFT WAS RETURNED TO A STABILIZED DSCNT. THE ACFT WAS CONFIGURED FOR LNDG AND CONTINUED WITHOUT FURTHER INCIDENT. A FLT PATH THAT WOULD REMAIN CLOSER TO THE LNDG RWY WOULD RESULT IN MORE TERRAIN CLRNC. ALSO; KNOWLEDGE OF EGPWS SENSITIVITY WOULD RESULT IN AN EVEN MORE CONSERVATIVE FLT PROFILE RESULTING IN MORE TERRAIN SEPARATION AND AVOIDING TERRAIN CAUTIONS/ADVISORIES.

Data retrieved from NASA's ASRS site as of May 2009 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.