Date: 201907
Local time of day: 1801-2400
Location: MSP.Tower, MN
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B MSP
ATC / advisory: Tower MSP
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Air Traffic Control
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: We were arriving at the Minneapolis airport after an 11.0 hour duty day and 7:30 hours of flight time. The weather was clear. All the runways were closed except 17-35. We both don't remember ever landing on Runway 17 and I definitely had not. We were approaching over downtown Minneapolis. After being cleared for a visual; the Pilot Flying in the right seat extended the final approach course off of the BOBEE final approach fix and selected 2100 ft on the MCP (Mode Control Panel). While descending to 2100 ft MSL; and slightly right of the final approach course; Tower said 'Low altitude alert; do you have the airport; runway in sight' and I responded 'yes' and the Tower cleared us to land again. Then (or roughly at the same time) the GPWS alert 'Caution Terrain' sounded once and then again partially. We were not at 2100 ft MSL yet; around 2400 ft and the Pilot Flying stopped descending and began a slight climb. The 'Caution Terrain' alert had stopped and we continued the approach to an uneventful landing. We should have gone around due to being at night even though we had the airport; runway; and terrain in sight. We had looked at all relevant company charts and had briefed the approach. This event was totally unexpected by both of us.Even though we knew we were flying right over the high rise buildings in the downtown area; it didn't seem to be a threat. Unlike the company briefing material; there is no chart cautioning the high rise buildings. Maybe one should be developed to highlight the issue. Also on the LOC 17 Approach chart the height of the buildings is kind of hidden under the localizer course. Maybe making them a different color; red; would help make them standout. We should have gone around; but the end of a long day; clear weather; airport and runway in sight; and the GPWS stopped saying 'Caution Terrain' and knowing the threat was behind us influenced our continuing the visual approach. And never having landed on Runway 17 was a factor.


Second narrative: I was the PF (Pilot Flying) on a visual approach to Runway 17 at MSP; approximately two miles northwest of BOBEE (LOC 17 FAF); passing 2400 ft MSL; we received a 'Caution Obstacle' alert and a low altitude alert from Tower. I immediately stopped the descent and began a gradual climb. The GPWS alert ceased as soon as I corrected the flight path; and we confirmed with Tower that we had the runway/airfield in sight. I intercepted the LOC and because we were only slightly high on glidepath; we continued the approach. We landed uneventfully; however; after debriefing the approach; the Captain and I agreed that we should have executed a go-around under the circumstances.In retrospect; I should have performed a more detailed approach brief (i.e. key altitudes/controlling obstacles); especially since I had not operated into MSP recently; and I don't remember ever flying an approach to Runway 17 which offers only one non-precision IAP (Localizer) to back up the visual approach. If I had performed a more thorough brief; I most likely would have realized the final approach course brought us right over downtown with various high-rise buildings (i.e. CHETZ waypoint; 2800 ft). Also; at the end of an 11.5 hour duty day; I am sure fatigue played more of a role than I even realized in the briefing oversight and poor judgment continuing the approach after receiving the obstacle alert. This event has reinforced to me how important terrain/obstacle awareness is when planning and executing a visual approach. Since Runway 17 only has one non-precision approach; recommend developing an RNAV Approach to provide an approach option with glidepath guidance especially since we rarely operate to that runway and there are significant obstacles along the final approach course.


Synopsis: B737 flight crew reported receiving a low altitude alert and a GPWS terrain/obstacle warning on a night visual approach to MSP Runway 17.