Narrative:

This report documents a trip from anc to sea and how CRM saved the day. The trip started out of anc to cdv. We started our descent into cdv on a performance descent. We asked for the 5300 ft altitude to get below the broken to scattered clouds in the area. About 15-18 mi the captain said he has the airport in sight and to cancel the IFR flight plan. I canceled the IFR and we are VFR. I looked out and saw the town and mountains. The airport is to the southeast of the mountains. I tell the captain the airport is on the other side of the mountains. I asked if he wants me to get an IFR just in case. He says no. We now are at 4500 ft and descending. I tell him to climb to 5300 ft to get over the mountains and we climb back up and are still VFR. We get over the mountains and the captain picks up the real airport, then he says he lost it. I point out the road to the airport and he gets the airport in sight again. I tell him about the winds off the glacier. We head straight into runway 09 and land. I am wondering what the captain was thinking about on this approach when he said that it wasn't a very good approach and landing. So I assume that he saw what went wrong. We leave yak for jnu. The clearance is to fly to malas intersection, climb to 4000 ft, out of 4000 ft cleared direct to yak V-440 and V-317. We did all this and was on our way to jnu. We descended on performance. We crossed 44 DME out of ssr above 15000 ft and let down to 7000 ft. The captain leads the turn onto the 358 degree radial and turns before the VOR and sets up an intercept for it, so he said. There was some turbulence but not a lot going from 7000 ft to 5200 ft. We leveled at 5200 ft for maybe 1 min when we got a gpw terrain, terrain. This goes for several times and the captain is not doing anything and I say, 'climb, climb! Get this thing up!' he starts a climb, then I don't know if it was on autoplt or not. I think it was because we leveled at 6000 ft after the gpw stopped. The localizer is now coming alive. I call it alive and it goes by fast to full scale. I set the captain's radio to localizer and course. He has made a turn to about 45 degrees. I take the heading to 80 degrees or 85 degrees for a cut to localizer. I am talking to him to get him up to speed. Now I am telling him to get the gear and flaps out and slow down while getting back to localizer. Inside lynns we get slowed and back on localizer. We get to barlo and have the airport. I call the airport. We are cleared to land. The captain says, 'boy, you sure saved that approach,' or something like that and shook my hand. We cross coghland through the cut and land. While we are taxiing in, everything is quiet and the captain thanks me again. We both know he got lost. I wonder what would have happened with a new copilot on probation. Would he have kept up and made the captain do something or would this have been an accident report? I hope we never have to find out.

Related reports:

Google
 

Original NASA ASRS Text

Title: FLC ENCOUNTERS GND PROX WARNING 'TERRAIN.'

Narrative: THIS RPT DOCUMENTS A TRIP FROM ANC TO SEA AND HOW CRM SAVED THE DAY. THE TRIP STARTED OUT OF ANC TO CDV. WE STARTED OUR DSCNT INTO CDV ON A PERFORMANCE DSCNT. WE ASKED FOR THE 5300 FT ALT TO GET BELOW THE BROKEN TO SCATTERED CLOUDS IN THE AREA. ABOUT 15-18 MI THE CAPT SAID HE HAS THE ARPT IN SIGHT AND TO CANCEL THE IFR FLT PLAN. I CANCELED THE IFR AND WE ARE VFR. I LOOKED OUT AND SAW THE TOWN AND MOUNTAINS. THE ARPT IS TO THE SE OF THE MOUNTAINS. I TELL THE CAPT THE ARPT IS ON THE OTHER SIDE OF THE MOUNTAINS. I ASKED IF HE WANTS ME TO GET AN IFR JUST IN CASE. HE SAYS NO. WE NOW ARE AT 4500 FT AND DSNDING. I TELL HIM TO CLB TO 5300 FT TO GET OVER THE MOUNTAINS AND WE CLB BACK UP AND ARE STILL VFR. WE GET OVER THE MOUNTAINS AND THE CAPT PICKS UP THE REAL ARPT, THEN HE SAYS HE LOST IT. I POINT OUT THE ROAD TO THE ARPT AND HE GETS THE ARPT IN SIGHT AGAIN. I TELL HIM ABOUT THE WINDS OFF THE GLACIER. WE HEAD STRAIGHT INTO RWY 09 AND LAND. I AM WONDERING WHAT THE CAPT WAS THINKING ABOUT ON THIS APCH WHEN HE SAID THAT IT WASN'T A VERY GOOD APCH AND LNDG. SO I ASSUME THAT HE SAW WHAT WENT WRONG. WE LEAVE YAK FOR JNU. THE CLRNC IS TO FLY TO MALAS INTXN, CLB TO 4000 FT, OUT OF 4000 FT CLRED DIRECT TO YAK V-440 AND V-317. WE DID ALL THIS AND WAS ON OUR WAY TO JNU. WE DSNDED ON PERFORMANCE. WE CROSSED 44 DME OUT OF SSR ABOVE 15000 FT AND LET DOWN TO 7000 FT. THE CAPT LEADS THE TURN ONTO THE 358 DEG RADIAL AND TURNS BEFORE THE VOR AND SETS UP AN INTERCEPT FOR IT, SO HE SAID. THERE WAS SOME TURB BUT NOT A LOT GOING FROM 7000 FT TO 5200 FT. WE LEVELED AT 5200 FT FOR MAYBE 1 MIN WHEN WE GOT A GPW TERRAIN, TERRAIN. THIS GOES FOR SEVERAL TIMES AND THE CAPT IS NOT DOING ANYTHING AND I SAY, 'CLB, CLB! GET THIS THING UP!' HE STARTS A CLB, THEN I DON'T KNOW IF IT WAS ON AUTOPLT OR NOT. I THINK IT WAS BECAUSE WE LEVELED AT 6000 FT AFTER THE GPW STOPPED. THE LOC IS NOW COMING ALIVE. I CALL IT ALIVE AND IT GOES BY FAST TO FULL SCALE. I SET THE CAPT'S RADIO TO LOC AND COURSE. HE HAS MADE A TURN TO ABOUT 45 DEGS. I TAKE THE HEADING TO 80 DEGS OR 85 DEGS FOR A CUT TO LOC. I AM TALKING TO HIM TO GET HIM UP TO SPD. NOW I AM TELLING HIM TO GET THE GEAR AND FLAPS OUT AND SLOW DOWN WHILE GETTING BACK TO LOC. INSIDE LYNNS WE GET SLOWED AND BACK ON LOC. WE GET TO BARLO AND HAVE THE ARPT. I CALL THE ARPT. WE ARE CLRED TO LAND. THE CAPT SAYS, 'BOY, YOU SURE SAVED THAT APCH,' OR SOMETHING LIKE THAT AND SHOOK MY HAND. WE CROSS COGHLAND THROUGH THE CUT AND LAND. WHILE WE ARE TAXIING IN, EVERYTHING IS QUIET AND THE CAPT THANKS ME AGAIN. WE BOTH KNOW HE GOT LOST. I WONDER WHAT WOULD HAVE HAPPENED WITH A NEW COPLT ON PROBATION. WOULD HE HAVE KEPT UP AND MADE THE CAPT DO SOMETHING OR WOULD THIS HAVE BEEN AN ACCIDENT RPT? I HOPE WE NEVER HAVE TO FIND OUT.

Data retrieved from NASA's ASRS site as of July 2007 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.