Date: 201511
Local time of day: 1801-2400
Location: BUR.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class C BUR
ATC / advisory: Tower BUR
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Confusion; Distraction
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Company Policy; Environment - Non Weather Related; Procedure
Primary problem: Environment - Non Weather Related

Narrative: Cleared visual Runway 33 BUR; night VMC. I was the Pilot Flying. I was turning base to final looking for the flashing runway end lights and was descending through about 2200 ft MSL. There was a Caution Terrain alert; I disengaged the autopilot and leveled the aircraft. There were no further alerts; we appeared clear of the terrain and the runway was clearly in sight. I continued the approach to an uneventful landing. Once at the gate; I looked up the Caution Terrain alert procedures and discovered what I did was only appropriate for a day VMC approach. At night I should have executed a go-around. I got into this situation because I was focused on the runway and got low due to the rising terrain on final. My thought that the day and night VMC terrain caution alert responses were the same; resulted in me not following the correct procedure to go around.Better knowledge on my part. Plan on a slightly steeper than normal final to Runway 33 at BUR.


Second narrative: I was Pilot Monitoring for a visual to Runway 33 in BUR. There was unrestricted visibility and enough light to see all terrain. The Captain was able to point out the terrain from 20 miles out and describe his flight path for the visual in relation to the terrain. On left base; just before turning final; I could see terrain on the other side of the final course and the Captain had described earlier that we would turn before reaching. We received a 'Caution Terrain.' The Captain stopped the slow descent and climbed a little while making the turn to final. I was crosschecking outside and inside. I was confident that the aircraft was in a desirable state and the Captain was in the 'Green.' I asked myself 'Do we have to go around just because it's night? Or is it ok to continue because the terrain is visible and the captain corrected the flight path?' I was thinking that having the terrain in sight allowed us to continue. In the few seconds it took to crosscheck and consider those questions; we were established on a perfect final. We landed without incident. I hesitated to call for a go-around because I was confident about the aircraft position; the conditions were excellent; and the Captain took action. After landing; we discussed and reviewed the policy. We should have executed a go-around when we got the Caution because it was night. I understand the need for this policy. When operating at night I will be ready to call for a go-around or execute a go-around without hesitation.


Synopsis: A B737-NG crew reported not executing the Escape Maneuver after an EGPWS Caution Terrain alert while flying a night VMC visual approach to BUR Runway 33.