Date: 201703
Local time of day: 0001-0600
Location: LAN.Airport, MI
Flight conditions: VMC
Weather elements / visibility: 5
Light: Night
Aircraft: Widebody Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Airspace: Class C LAN
ATC / advisory: TRACON LAN
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I was the Pilot Monitoring (PM) on this flight to LAN. We were flying a visual approach to 28L. There are a couple of towers south of the final approach course that must be avoided--we had discussed these towers earlier in the evening as well as previously in the week. The Captain (Pilot Flying) was descending to 2;400 feet on a base leg that would intercept the final approach course a mile or two outside of BURYE. We could see all the towers; and we were just above and just to the west of the 1878 feet tower. We were either in a very shallow VS descent or had gotten ALT CAP when the EGPWS caution sounded. This was followed almost immediately by the EGPWS warning (Obstacle; Obstacle; Pull Up). The PF disconnected the automation and began a climb. We were clear of the obstacle right away and we were able to fly a normal; stable approach and land without further incident. I suspect that the cold temperature may have been a factor in this incident. Had we calculated the temperature induced altimeter error we probably would have found that we did not have as much vertical clearance as we thought we did.


Second narrative: We were cleared for the visual approach to 28L at Lansing. I was on a base leg to the runway descending out of 3000 feet to 2400 feet. To our right (EAST) are two radio towers that are noted on the approach plate (ILS28L) south of the final 28L approach course. The one tower is at 1878 feet and the other tower is at 1923 feet. I was in terrain mode on my radar screen. As I descended from 3000 feet to 2400 feet on the base leg I saw the tower (1878 feet) to our right. I was well clear of it in the descent and went from flight level change to vertical speed and selected 800 FPM. As I approached 2500 feet I received a Caution Obstacle warning; I stopped the descent; I then received a EGPWS Pull Up warning; at that time we executed the CFIT maneuver; climbed to 2700 feet. The warning stopped and we then continued on the base leg to final and finished configuring the aircraft and landed uneventfully on runway 28L. We had the tower in sight the whole time on the base leg and thought we had adequate clearance from it. I would suggest to stay at 3000 feet on the base leg until well clear of the towers so as not to activate an obstacle warning on the EGPWS. Like I noted in the report I saw the towers and thought I had adequate clearance.


Synopsis: Air carrier flight crew on a visual approach to LAN reported receiving an EGPWS aural Pull-Up warning.