Narrative:

Egpws event:on the RNAV-Y 28L into mry in VMC conditions. The airport itself reported 10 miles and clear and then 10 miles and 900 sct. The approach occurred during dusk/sun setting.we originally planned and briefed the visual approach with the localizer/DME 28L back-up by utilizing the FMS. The localizer 28L was notamed inoperative. Upon approaching wiggl; the IAF for both approaches; ATC informed us that we need to choose an actual approach as the airport WX has changed to 10 miles in smoke and 900 ovr. We asked for the only other approach available to us the RNAV-Y 28L and decided to forgo a thorough briefing and fly it with the pm guiding the PF. Unfortunately; we missed the step down fixes between the FAF and the map that were not represented in the FMS. There was slight confusion as to the application of the step down fixes i.e. Applies to only the lp minimums or also the LNAV minimums.I decided to descend to the MDA as early as possible as to allow for more time to search for the runway in the haze. During the level off at the MDA; 1200 ft; about 6 NM from the runway and descending through about 1250 ft; we received first a egpws terrain caution followed immediately with egpws terrain warning. We immediately initiated the escape maneuver. As we were still in VMC conditions and some distance from the runway i.e. We were still able to remain within the 'stable criteria'; we elected to level off at about 1500-1600FT upon being clear of the egpws caution; as well as; warning area; no audio messages; and no colors depicted on the terrain map and continued with the descent so as to level off at the MDA about 3 NM from the runway. At that point we saw the runway and continued with an uneventful approach and landing.

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Original NASA ASRS Text

Title: Corporate jet flight crew reported that during the RNAV-Y 28L approach to MRY they descended to the MDA early which triggered an EGPWS TERRAIN warning. They initiated the escape maneuver and were able to reestablish the approach to a successful landing.

Narrative: EGPWS Event:On the RNAV-Y 28L into MRY in VMC conditions. The airport itself reported 10 miles and clear and then 10 miles and 900 SCT. The approach occurred during dusk/sun setting.We originally planned and briefed the visual approach with the LOC/DME 28L back-up by utilizing the FMS. The LOC 28L was NOTAMed INOP. Upon approaching WIGGL; the IAF for both approaches; ATC informed us that we need to choose an actual approach as the airport WX has changed to 10 miles in smoke and 900 OVR. We asked for the only other approach available to us the RNAV-Y 28L and decided to forgo a thorough briefing and fly it with the PM guiding the PF. Unfortunately; we missed the step down fixes between the FAF and the MAP that were not represented in the FMS. There was slight confusion as to the application of the step down fixes i.e. applies to only the LP minimums or also the LNAV minimums.I decided to descend to the MDA as early as possible as to allow for more time to search for the runway in the haze. During the level off at the MDA; 1200 FT; about 6 NM from the runway and descending through about 1250 FT; we received first a EGPWS TERRAIN Caution followed immediately with EGPWS TERRAIN Warning. We immediately initiated the escape maneuver. As we were still in VMC conditions and some distance from the runway i.e. we were still able to remain within the 'stable criteria'; we elected to level off at about 1500-1600FT upon being clear of the EGPWS Caution; as well as; Warning area; no audio messages; and no colors depicted on the terrain map and continued with the descent so as to level off at the MDA about 3 NM from the runway. At that point we saw the runway and continued with an uneventful approach and landing.

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.