Narrative:

During my initial IOE (initial operating experience) pairing we were flying ZZZ turns out of ZZZ1. On our last night while on the ZZZZZ2 arrival we had past the zzzzz intersection and were given a vector; told to descend to 4;000 feet and to expect an approach to runway xx. The captain and I both felt landing on [runway] xx was a poor idea and so we requested the approach for [runway] xyl. We were told [runway] xyl was unavailable and given the option to land [runway] xzl or [runway] xyr. The captain and I determined [runway] xyr was the best option based on the reported winds. We were then given vectors to establish us on final for [runway] xyr. The weather was for the approach with gusty winds from the right. We initially followed the glide slope indicator. Sometime during the approach; I transitioned to the PAPI for glide path reference. Around 1;000 feet afe we noticed the glide slope indicator was showing us low; but the PAPI indicated on path. We quickly realized the PAPI and GS were not coincident. We received three ground proximity warning system calls for 'glide slope' and decided to remain on the PAPI since we were in visual conditions. By following the PAPI we landed in the touchdown zone; safely exited the runway and taxied to the ramp. After shutdown we reviewed the notams and found no mention of the PAPI and GS not being coincident. However; on further examination of the approach chart; I found a note that the vgsi (vertical glideslope indicator) and ILS glide path are not coincident. Due to last minute runway changes on approach we missed the note informing us that the vgsi and ILS glide path were not coincident. We could have asked for an extended vector to give us more time to review the approach chart. We could have also asked tower to verify the discrepancy between the PAPI and the GS.

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Original NASA ASRS Text

Title: B757 flight crew conducting an IOE reported they ignored Ground Proximity Warning System alerts during approach to landing.

Narrative: During my initial IOE (Initial Operating Experience) pairing we were flying ZZZ turns out of ZZZ1. On our last night while on the ZZZZZ2 arrival we had past the ZZZZZ intersection and were given a vector; told to descend to 4;000 feet and to expect an approach to Runway XX. The Captain and I both felt landing on [Runway] XX was a poor idea and so we requested the approach for [Runway] XYL. We were told [Runway] XYL was unavailable and given the option to land [Runway] XZL or [Runway] XYR. The Captain and I determined [Runway] XYR was the best option based on the reported winds. We were then given vectors to establish us on final for [Runway] XYR. The weather was for the approach with gusty winds from the right. We initially followed the glide slope indicator. Sometime during the approach; I transitioned to the PAPI for glide path reference. Around 1;000 feet AFE we noticed the glide slope indicator was showing us low; but the PAPI indicated on path. We quickly realized the PAPI and GS were not coincident. We received three Ground Proximity Warning System calls for 'glide slope' and decided to remain on the PAPI since we were in visual conditions. By following the PAPI we landed in the touchdown zone; safely exited the runway and taxied to the ramp. After shutdown we reviewed the NOTAMs and found no mention of the PAPI and GS not being coincident. However; on further examination of the approach chart; I found a note that the VGSI (Vertical Glideslope Indicator) and ILS glide path are not coincident. Due to last minute runway changes on approach we missed the note informing us that the VGSI and ILS glide path were not coincident. We could have asked for an extended vector to give us more time to review the approach chart. We could have also asked tower to verify the discrepancy between the PAPI and the GS.

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.