Narrative:

I have flown the visual to runway 8 at ito a few times. Was aware from experience and briefing materials that it is difficult to be wings level at 1000 ft. It was the fos (first officer) first time flying the arrival. I stressed this point on the briefing; which I believe to have helped set up the first officer to over think the approach. We were initially high as ATC switched from runway 26 to 8. The first officer got back on profile aggressively and in fact got below the profile; but seemed to be in the mindset that he was still behind. We were leveled off at 2200 ft.; our last cleared altitude by ATC. It was a good altitude provided we stayed along the coast. He [was] established on a heading which created a base leg that would allow for us to be wings level at 1000 ft.; but also transitioned 2 NM inland.I noticed this; but elected not to say anything as 1) my technique is not the only one. 2) when I saw that we were below profile and still 12 NM from the field; I challenged him when he asked for gear down. Recognizing that this second point is a sure way for CRM to break down. To complicate matters there was turbulence (the release had an unusual note 'low level turb on leeward side of terrain...use caution') and while we were below the scattered layer over the terrain a few stray clouds did impede our heading.the terrain from the coast while appearing gentle rises rapidly. I became uncomfortable moments prior to the GPWS warning as the radio altitude populated reinforcing that we were too low. The aircraft rolled right (I thought due to turbulence; but upon discussion it was to stay clear of clouds) followed by a GPWS caution which was immediately cut short and a warning ensued. He delayed the escape maneuver rolled away from the terrain. As I called for the escape maneuver the GPWS conflict was resolved.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported receiving a GPWS terrain alert on a visual approach to ITO.

Narrative: I have flown the visual to Runway 8 at ITO a few times. Was aware from experience and briefing materials that it is difficult to be wings level at 1000 ft. It was the FOs (First Officer) first time flying the arrival. I stressed this point on the briefing; which I believe to have helped set up the FO to over think the approach. We were initially high as ATC switched from Runway 26 to 8. The FO got back on profile aggressively and in fact got below the profile; but seemed to be in the mindset that he was still behind. We were leveled off at 2200 ft.; our last cleared altitude by ATC. It was a good altitude provided we stayed along the coast. He [was] established on a heading which created a base leg that would allow for us to be wings level at 1000 ft.; but also transitioned 2 NM inland.I noticed this; but elected not to say anything as 1) My technique is not the only one. 2) When I saw that we were below profile and still 12 NM from the field; I challenged him when he asked for gear down. Recognizing that this second point is a sure way for CRM to break down. To complicate matters there was turbulence (the Release had an unusual note 'low level turb on leeward side of terrain...use caution') and while we were below the scattered layer over the terrain a few stray clouds did impede our heading.The terrain from the coast while appearing gentle rises rapidly. I became uncomfortable moments prior to the GPWS warning as the RADIO ALT populated reinforcing that we were too low. The aircraft rolled right (I thought due to turbulence; but upon discussion it was to stay clear of clouds) followed by a GPWS caution which was immediately cut short and a warning ensued. He delayed the escape maneuver rolled away from the terrain. As I called for the escape maneuver the GPWS conflict was resolved.

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.