Narrative:

Flight was cleared to maintain 3;100 ft until established and cleared for the ILS-06 in elm; flight/director and autopilot in use. Flight was in IMC with reported OVC035. The flight director joined the localizer approximately 6 miles prior to the OM chemu in the descent to 3;100 ft. Aircraft configuration was flaps 8; gear up; spoilers in. At approximately 5 miles prior to chemu OM; and descending through 3;600 ft; the flight crew received 'terrain; terrain' GPWS warning. Flight conditions were overcast with scattered bases at 3;600 ft with clear view of terrain below; but not ahead. Escape maneuver was performed and terrain warning cleared after the single instance described above. ATC was notified and they acknowledged the go around without issuing additional instructions. We queried ATC for an altitude assignment and were assigned 4;000 ft as we were passing through 4;300 ft. Ascent was arrested at 4;400 ft and we descended promptly to 4;000 ft. I left the flaps at 8 with speed at 200 KIAS in order to prepare for another approach. I had the terrain map up on my mfd and I observed no threatening terrain at the time of the warning. Flight was vectored for another ILS-06 and approach was conducted without further incident. ATC did query us later about the terrain warning and mentioned that the MVA in our area was lower than the altitude at which we were observed. Other than receiving a terrain warning in IMC; there was no undesired aircraft state. As a point of fact; we exceeded the altitude prescribed on the missed approach for this approach; but given that the terrain warning occurred at the missed approach altitude; the climb was warranted to perform the escape maneuver. According to the approach plate; we were well above the terrain parameters for the approach. During the recovery maneuver; I stated; 'set max power; spoilers in;' but I only advanced the power levers to toga power. The remainder of the missed approach proceeded normally. I believe my escape maneuver was warranted in this situation. I will attempt to improve my GPWS callouts and insure the correct power setting in the event I encounter a terrain warning in IMC or at night. I will continue to monitor terrain awareness through use of the terrain map mode as well as continued familiarization with critical terrain airports. Because the go-around was done prior to gear extension; and there were no aircraft configuration changes; I did not think it would be necessary to notify the passengers and the flight attendants. However; after the fact; the flight attendants did indicate that they were concerned because they knew the approach was definitely not a normal one. I will also make sure that I improve my communication with the cabin when anything unusual occurs so that I can alleviate any stress that they may be experiencing.

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Original NASA ASRS Text

Title: An Air Carrier aircraft on an ELM Runway 06 ILS received an EGPWS 'TERRAIN; TERRAIN' warning descending through 3;600 FT about five miles prior to CHEMU and executed the escape maneuver. There was no significant terrain in the area.

Narrative: Flight was cleared to maintain 3;100 FT until established and cleared for the ILS-06 in ELM; Flight/Director and Autopilot in use. Flight was in IMC with reported OVC035. The Flight Director joined the localizer approximately 6 miles prior to the OM CHEMU in the descent to 3;100 FT. Aircraft configuration was flaps 8; gear up; spoilers in. At approximately 5 miles prior to CHEMU OM; and descending through 3;600 FT; the flight crew received 'TERRAIN; TERRAIN' GPWS warning. Flight conditions were overcast with scattered bases at 3;600 FT with clear view of terrain below; but not ahead. Escape maneuver was performed and terrain warning cleared after the single instance described above. ATC was notified and they acknowledged the go around without issuing additional instructions. We queried ATC for an altitude assignment and were assigned 4;000 FT as we were passing through 4;300 FT. Ascent was arrested at 4;400 FT and we descended promptly to 4;000 FT. I left the flaps at 8 with speed at 200 KIAS in order to prepare for another approach. I had the terrain map up on my MFD and I observed no threatening terrain at the time of the warning. Flight was vectored for another ILS-06 and approach was conducted without further incident. ATC did query us later about the terrain warning and mentioned that the MVA in our area was lower than the altitude at which we were observed. Other than receiving a terrain warning in IMC; there was no undesired aircraft state. As a point of fact; we exceeded the altitude prescribed on the missed approach for this approach; but given that the terrain warning occurred at the missed approach altitude; the climb was warranted to perform the escape maneuver. According to the approach plate; we were well above the terrain parameters for the approach. During the recovery maneuver; I stated; 'Set max power; spoilers in;' but I only advanced the power levers to TOGA power. The remainder of the missed approach proceeded normally. I believe my escape maneuver was warranted in this situation. I will attempt to improve my GPWS callouts and insure the correct power setting in the event I encounter a terrain warning in IMC or at night. I will continue to monitor terrain awareness through use of the terrain map mode as well as continued familiarization with critical terrain airports. Because the go-around was done prior to gear extension; and there were no aircraft configuration changes; I did not think it would be necessary to notify the passengers and the flight attendants. However; after the fact; the flight attendants did indicate that they were concerned because they knew the approach was definitely not a normal one. I will also make sure that I improve my communication with the cabin when anything unusual occurs so that I can alleviate any stress that they may be experiencing.

Data retrieved from NASA's ASRS site as of July 2013 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.