An air carrier captain reported a new first officer established a high descent rate between 6;000 fe...

Narrative:

First officer (first officer) was flying and we requested RNAV to 31 due to stronger crosswinds on 36. Weather was cavok. Prior to our descent I briefed the chart regarding the numerous GPWS erroneous incidents that have occurred at this particular airport; I also briefed the cold temperature charts. We agreed to be especially vigilant to potential GPWS warnings and that we would act accordingly; i.e. Immediately stop our descent if we encountered such message; then assess the situation. First officer briefed the RNAV to 31; MSA and obstructions in the vicinity. We also talked about a recent email regarding lse which also specifically discussed the numerous GPWS occurrences pilots have had there.upon our descent to la crosse airport we had to respond to a GPWS warning 'pull up' message. The warning occurred while we were descending at a steep angle of attack from about 6;000 feet to I believe 2;500 feet to catch up the RNAV flight path angle (fpa). We had been cleared for the visual approach and also cleared to land by tower. Upon receiving the 'pull up' warning first officer did not alter his angle of descent and I had to firmly state 'stop your descent' 'pull up'. We stopped our descent and reestablished our approach shortly after the FAF with no further warnings. We debriefed the approach at the gate. First officer; who is still on probation; was descending too steeply to 'catch' the fpa because we were left a bit high by approach control. Because we had terrain in the vicinity the GPWS went off. Over correcting actions led to the warning. Also; the first officer should have immediately stopped his descent upon receiving the warning message as we had briefed earlier. Crew members should request full approaches from center and not accept visual approaches even if they have the airport in sight.

Original NASA ASRS Text

Title: An air carrier Captain reported a new First Officer established a high descent rate between 6;000 feet and about 2;500 feet on the LSE Runway 31 RNAV then was slow to arrest the descent after the EGPWS alerted PULL UP prior to the final approach fix.

Narrative: First Officer (FO) was flying and we requested RNAV to 31 due to stronger crosswinds on 36. Weather was CAVOK. Prior to our descent I briefed the chart regarding the numerous GPWS erroneous incidents that have occurred at this particular airport; I also briefed the cold temperature charts. We agreed to be especially vigilant to potential GPWS warnings and that we would act accordingly; i.e. immediately stop our descent if we encountered such message; then assess the situation. FO briefed the RNAV to 31; MSA and obstructions in the vicinity. We also talked about a recent email regarding LSE which also specifically discussed the numerous GPWS occurrences pilots have had there.Upon our descent to La Crosse airport we had to respond to a GPWS warning 'pull up' message. The warning occurred while we were descending at a steep angle of attack from about 6;000 feet to I believe 2;500 feet to catch up the RNAV Flight Path Angle (FPA). We had been cleared for the visual approach and also cleared to land by tower. Upon receiving the 'pull up' warning FO did not alter his angle of descent and I had to firmly state 'stop your descent' 'pull up'. We stopped our descent and reestablished our approach shortly after the FAF with no further warnings. We debriefed the approach at the gate. FO; who is still on probation; was descending too steeply to 'catch' the FPA because we were left a bit high by approach control. Because we had terrain in the vicinity the GPWS went off. Over correcting actions led to the warning. Also; the FO should have immediately stopped his descent upon receiving the warning message as we had briefed earlier. Crew members should request full approaches from center and not accept visual approaches even if they have the airport in sight.

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.

Attributes
ACN	1331735
Time
Date	201601
Local Time Of Day	1201-1800
Place
Locale Reference	LSE.Airport
State Reference	WI
Environment
Light	Dusk
Aircraft 1
Make Model Name	Medium Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	Final Approach
Flight Plan	IFR
Component
Aircraft Component	Autoflight System
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	ATC Issue All Types Deviation - Altitude Crossing Restriction Not Met Deviation - Altitude Overshoot Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT

An air carrier captain reported a new first officer established a high descent rate between 6;000 feet and about 2;500 feet on the lse runway 31 RNAV then was slow to arrest the descent after the egpws alerted pull up prior to the final approach fix.