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Air carrier pilot reported receiving a ground proximity warning twice while being vectored for an ILS approach.
| Attributes | |
| ACN | 1580436 |
| Time | |
| Date | 201809 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | RAP.Airport |
| State Reference | SD |
| Environment | |
| Flight Conditions | VMC |
| Light | Night |
| Aircraft 1 | |
| Make Model Name | Medium Transport Low Wing 2 Turbojet Eng |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine |
| Events | |
| Anomaly | Inflight Event / Encounter CFTT / CFIT Inflight Event / Encounter Weather / Turbulence |
Narrative:
During descent to rap from southwest we were cleared direct helta (IAF ILS 32). Due to heavy precipitation in vicinity on helta we were vectored west from it to avoid the weather. After clearing the weather; we were given descend to 7;000 feet with heading of 080 to enter base leg. Once we got closer to final approach we were given heading 350 to intercept localizer; descend and maintain 5;300 feet until established and cleared for the approach.on approximately 11 mile final when capturing localizer at 5;300 feet we received terrain caution and then terrain pull up alert. At that point I disconnected autopilot; applied GA thrust and started climb. After clearing the warning ca (captain) notified ATC about the problem and leveling off at 6;500 feet we were given vector to the west. After engaging autopilot; ca evaluated our fuel situation (over 4;000 lbs fuel remaining) and asked for vectors for another approach. We were given heading approximate 150 and descend to 5;300 feet. During descent we had another egpws alert. I disengaged autopilot; applied GA thrust and started immediate climb. Ca notified ATC and autopilot was engaged leveling off at safe altitude.we asked for vectors to intercept localizer at higher altitude and closer to helta. After intercepting localizer at more than 6;000 feet we were able to intercept GS and continue approach to landing without further incidents.
Original NASA ASRS Text
Title: Air carrier pilot reported receiving a ground proximity warning twice while being vectored for an ILS Approach.
Narrative: During descent to RAP from southwest we were cleared direct HELTA (IAF ILS 32). Due to heavy precipitation in vicinity on HELTA we were vectored west from it to avoid the weather. After clearing the weather; we were given descend to 7;000 feet with heading of 080 to enter base leg. Once we got closer to final approach we were given heading 350 to intercept localizer; descend and maintain 5;300 feet until established and cleared for the approach.On approximately 11 mile final when capturing LOC at 5;300 feet we received TERRAIN caution and then TERRAIN PULL UP alert. At that point I disconnected autopilot; applied GA thrust and started climb. After clearing the warning CA (Captain) notified ATC about the problem and leveling off at 6;500 feet we were given vector to the west. After engaging autopilot; CA evaluated our fuel situation (over 4;000 lbs fuel remaining) and asked for vectors for another approach. We were given heading approximate 150 and descend to 5;300 feet. During descent we had another EGPWS alert. I disengaged autopilot; applied GA thrust and started immediate climb. CA notified ATC and autopilot was engaged leveling off at safe altitude.We asked for vectors to intercept localizer at higher altitude and closer to HELTA. After intercepting LOC at more than 6;000 feet we were able to intercept GS and continue approach to landing without further incidents.
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.