Narrative:

This flight was part of the last 2 segments of a 17 hour two-day trip. Both duty days exceeded 13 hours. A line check airman in the jumpseat was conducting a line check. First officer was PF. On initial approach to roa; we were given vectors to a r-hand downwind for a visual approach to runway 24. Although ATIS reported 7000 ft ceilings and 7 mi visibility; WX was poor with thunderstorms in the area and haze. In-flight visibility was marginal and in my estimation about 4 mi. Established downwind at 4200 ft; the first officer was doubtful about being able to keep the runway environment in sight throughout the visual approach procedure. From where I was sitting; I was unable to see the runway. Requested vectors for the VOR DME-a approach to runway 24. Proper navigation radios were set up for the approach and idented. A good clear identify was received but the signal was a bit erratic; yet within limits. We flew the approach and when the runway environment came into sight; I instructed the first officer to increase his rate of descent because we were too high. I soon realized that we would not be able to continue a stabilized approach to a landing and commanded the first officer to go around. On the missed; ATC cleared us to 2000 ft on a heading of 200 degrees. ATC also cleared us to a l-hand traffic pattern for a visual approach to runway 24. I was caught up reconfiguring the aircraft and performing required checklists. I realized that we flew long enough on a 200 degree heading and asked the first officer to commence his downwind leg. I wanted us to keep a tight pattern due to the mountainous terrain. I called the flight attendant and gave her a quick briefing on the situation and asked her to address the passenger. Established on downwind and at 2000 ft we received a GPWS caution 'terrain' aural and visual alert message. A CFIT escape maneuver to MSA was initiated and reported to the tower. Tower asked for our intentions and we requested vectors to the VOR DME a approach. We contacted approach and were given an altitude of 4200 ft. Upon receiving this clearance we were already above 4200 ft so a descent was initiated. I ran through all required checklists. On final approach and outside of the FAF on the VOR DME a; approach control queried about our position. I believe ATC said we were 2.5 mi south of course. We verified our equipment and all available information and determined that we were on course. VOR signal continued to be weak; but within limits. Informed ATC we showed on course; but because of discrepancy; we wanted to break off the approach. We discussed our options and began to think about other possibilities (fuel 5000+ pounds). This would be our last try. The fact that a line check airman was watching added unnecessary stress. On upwind the first officer had the wrong source selected on the fcp (flight control panel) but caught it before it became an issue. On downwind at 4200 ft the first officer again indicated that he would not be able to maintain visual. We asked for vectors to the VOR DME a. On approach; ATC told us we were on course. After receiving landing clearance; tower communicated 'altitude alert.' 'air carrier XXX; verify your altimeter and 3200 ft.' we did and the correct altimeter was set and we were at 3200 ft. We continued approach and landed safely. While taxiing; we heard tower also giving an altitude alert to another inbound aircraft. Supplemental information from acn 703013: after reporting our CFIT encounter to tower; we were turned over to roa approach. They instructed us to level off at 4200 ft. By that time we were above 4200 ft and had to descend. After we had leveled back at 4200 ft; the captain was talking with roa approach when I realized that our flaps were still 8 degrees. My timing was opportune as we were still below 215 KTS. In haste; we had neglected to properly reconfigure the flaps to 0. Another set of vectors was provided to the approach. It was evident ATC was taking us out further past the FAF than the previous time. Properly configured; we proceeded inbound towards the FAF. ATC then queried as to whether we were on course. Checking our instruments and relevant data; we determined we were on course. The odr VOR wasn't helping; it was bobbling around on either side of course about 3 degrees. It was within our limits so we responded that we were showing on course. ATC showed us south of course. Because of the discrepancy; the captain elected to abort and we initiated another missed approach from 4200 ft. Workload from constant flow of checklists was weighing on me. Contemplated diverting to gso or cho (had plenty of fuel 5000+ pounds). In process of executing missed approach; noticed navigation mode was still engaged. Promptly corrected error and resumed lateral navigation in heading mode. Agreed to try one more time for approach to runway 24. We were vectored at 4200 ft; had airport in sight; but lost it again in the haze. Requested and were granted vectors for the approach. Configured; and ATC showed us on course; matching our readings. Odr VOR was bobbling slightly on the CDI but was within limits. I believe this NAVAID's accuracy needs to be investigated. Approach resulted in visual acquisition of the runway environment. Landing followed by taxi in to the gate.

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Original NASA ASRS Text

Title: INITIALLY CLRED FOR A VISUAL APCH CRJ100 FLT CREW REQUESTED VOR DME DUE TO VISIBILITY CONCERNS. AN UNSTABILIZED VOR DME APCH REQUIRES CREW TO EXECUTE A MISSED APCH; GPWS ACTIVATED ON DOWNWIND. AFTER REESTABLISHING TWICE THEY LANDED ON THE VOR DME APCH.

Narrative: THIS FLT WAS PART OF THE LAST 2 SEGMENTS OF A 17 HR TWO-DAY TRIP. BOTH DUTY DAYS EXCEEDED 13 HRS. A LINE CHK AIRMAN IN THE JUMPSEAT WAS CONDUCTING A LINE CHK. FO WAS PF. ON INITIAL APCH TO ROA; WE WERE GIVEN VECTORS TO A R-HAND DOWNWIND FOR A VISUAL APCH TO RWY 24. ALTHOUGH ATIS RPTED 7000 FT CEILINGS AND 7 MI VISIBILITY; WX WAS POOR WITH TSTMS IN THE AREA AND HAZE. INFLT VISIBILITY WAS MARGINAL AND IN MY ESTIMATION ABOUT 4 MI. ESTABLISHED DOWNWIND AT 4200 FT; THE FO WAS DOUBTFUL ABOUT BEING ABLE TO KEEP THE RWY ENVIRONMENT IN SIGHT THROUGHOUT THE VISUAL APCH PROC. FROM WHERE I WAS SITTING; I WAS UNABLE TO SEE THE RWY. REQUESTED VECTORS FOR THE VOR DME-A APCH TO RWY 24. PROPER NAV RADIOS WERE SET UP FOR THE APCH AND IDENTED. A GOOD CLR IDENT WAS RECEIVED BUT THE SIGNAL WAS A BIT ERRATIC; YET WITHIN LIMITS. WE FLEW THE APCH AND WHEN THE RWY ENVIRONMENT CAME INTO SIGHT; I INSTRUCTED THE FO TO INCREASE HIS RATE OF DSCNT BECAUSE WE WERE TOO HIGH. I SOON REALIZED THAT WE WOULD NOT BE ABLE TO CONTINUE A STABILIZED APCH TO A LNDG AND COMMANDED THE FO TO GO AROUND. ON THE MISSED; ATC CLRED US TO 2000 FT ON A HDG OF 200 DEGS. ATC ALSO CLRED US TO A L-HAND TFC PATTERN FOR A VISUAL APCH TO RWY 24. I WAS CAUGHT UP RECONFIGURING THE ACFT AND PERFORMING REQUIRED CHKLISTS. I REALIZED THAT WE FLEW LONG ENOUGH ON A 200 DEG HDG AND ASKED THE FO TO COMMENCE HIS DOWNWIND LEG. I WANTED US TO KEEP A TIGHT PATTERN DUE TO THE MOUNTAINOUS TERRAIN. I CALLED THE FLT ATTENDANT AND GAVE HER A QUICK BRIEFING ON THE SITUATION AND ASKED HER TO ADDRESS THE PAX. ESTABLISHED ON DOWNWIND AND AT 2000 FT WE RECEIVED A GPWS CAUTION 'TERRAIN' AURAL AND VISUAL ALERT MESSAGE. A CFIT ESCAPE MANEUVER TO MSA WAS INITIATED AND RPTED TO THE TWR. TWR ASKED FOR OUR INTENTIONS AND WE REQUESTED VECTORS TO THE VOR DME A APCH. WE CONTACTED APCH AND WERE GIVEN AN ALT OF 4200 FT. UPON RECEIVING THIS CLRNC WE WERE ALREADY ABOVE 4200 FT SO A DSCNT WAS INITIATED. I RAN THROUGH ALL REQUIRED CHKLISTS. ON FINAL APCH AND OUTSIDE OF THE FAF ON THE VOR DME A; APCH CTL QUERIED ABOUT OUR POS. I BELIEVE ATC SAID WE WERE 2.5 MI S OF COURSE. WE VERIFIED OUR EQUIP AND ALL AVAILABLE INFO AND DETERMINED THAT WE WERE ON COURSE. VOR SIGNAL CONTINUED TO BE WEAK; BUT WITHIN LIMITS. INFORMED ATC WE SHOWED ON COURSE; BUT BECAUSE OF DISCREPANCY; WE WANTED TO BREAK OFF THE APCH. WE DISCUSSED OUR OPTIONS AND BEGAN TO THINK ABOUT OTHER POSSIBILITIES (FUEL 5000+ LBS). THIS WOULD BE OUR LAST TRY. THE FACT THAT A LINE CHK AIRMAN WAS WATCHING ADDED UNNECESSARY STRESS. ON UPWIND THE FO HAD THE WRONG SOURCE SELECTED ON THE FCP (FLT CTL PANEL) BUT CAUGHT IT BEFORE IT BECAME AN ISSUE. ON DOWNWIND AT 4200 FT THE FO AGAIN INDICATED THAT HE WOULD NOT BE ABLE TO MAINTAIN VISUAL. WE ASKED FOR VECTORS TO THE VOR DME A. ON APCH; ATC TOLD US WE WERE ON COURSE. AFTER RECEIVING LNDG CLRNC; TWR COMMUNICATED 'ALT ALERT.' 'ACR XXX; VERIFY YOUR ALTIMETER AND 3200 FT.' WE DID AND THE CORRECT ALTIMETER WAS SET AND WE WERE AT 3200 FT. WE CONTINUED APCH AND LANDED SAFELY. WHILE TAXIING; WE HEARD TWR ALSO GIVING AN ALT ALERT TO ANOTHER INBOUND ACFT. SUPPLEMENTAL INFO FROM ACN 703013: AFTER RPTING OUR CFIT ENCOUNTER TO TWR; WE WERE TURNED OVER TO ROA APCH. THEY INSTRUCTED US TO LEVEL OFF AT 4200 FT. BY THAT TIME WE WERE ABOVE 4200 FT AND HAD TO DSND. AFTER WE HAD LEVELED BACK AT 4200 FT; THE CAPT WAS TALKING WITH ROA APCH WHEN I REALIZED THAT OUR FLAPS WERE STILL 8 DEGS. MY TIMING WAS OPPORTUNE AS WE WERE STILL BELOW 215 KTS. IN HASTE; WE HAD NEGLECTED TO PROPERLY RECONFIGURE THE FLAPS TO 0. ANOTHER SET OF VECTORS WAS PROVIDED TO THE APCH. IT WAS EVIDENT ATC WAS TAKING US OUT FURTHER PAST THE FAF THAN THE PREVIOUS TIME. PROPERLY CONFIGURED; WE PROCEEDED INBOUND TOWARDS THE FAF. ATC THEN QUERIED AS TO WHETHER WE WERE ON COURSE. CHKING OUR INSTS AND RELEVANT DATA; WE DETERMINED WE WERE ON COURSE. THE ODR VOR WASN'T HELPING; IT WAS BOBBLING AROUND ON EITHER SIDE OF COURSE ABOUT 3 DEGS. IT WAS WITHIN OUR LIMITS SO WE RESPONDED THAT WE WERE SHOWING ON COURSE. ATC SHOWED US S OF COURSE. BECAUSE OF THE DISCREPANCY; THE CAPT ELECTED TO ABORT AND WE INITIATED ANOTHER MISSED APCH FROM 4200 FT. WORKLOAD FROM CONSTANT FLOW OF CHKLISTS WAS WEIGHING ON ME. CONTEMPLATED DIVERTING TO GSO OR CHO (HAD PLENTY OF FUEL 5000+ LBS). IN PROCESS OF EXECUTING MISSED APCH; NOTICED NAV MODE WAS STILL ENGAGED. PROMPTLY CORRECTED ERROR AND RESUMED LATERAL NAV IN HDG MODE. AGREED TO TRY ONE MORE TIME FOR APCH TO RWY 24. WE WERE VECTORED AT 4200 FT; HAD ARPT IN SIGHT; BUT LOST IT AGAIN IN THE HAZE. REQUESTED AND WERE GRANTED VECTORS FOR THE APCH. CONFIGURED; AND ATC SHOWED US ON COURSE; MATCHING OUR READINGS. ODR VOR WAS BOBBLING SLIGHTLY ON THE CDI BUT WAS WITHIN LIMITS. I BELIEVE THIS NAVAID'S ACCURACY NEEDS TO BE INVESTIGATED. APCH RESULTED IN VISUAL ACQUISITION OF THE RWY ENVIRONMENT. LNDG FOLLOWED BY TAXI IN TO THE GATE.

Data retrieved from NASA's ASRS site as of January 2009 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.