A319 flight crew reported a GPWS warning on approach after descending below glideslope.
Synopsis
A319 flight crew reported a GPWS warning on approach after descending below glideslope.
Narrative
During the RNAV approach to Runway X at ZZZ1 in VFR conditions the First Officer and I noticed that we appeared to be low. We continued because I had been briefed by another pilot in the crew van on the way to the airport to expect to think you are too low; but to follow the vertical guidance of the RNAV approach to set you up to land in the first 1000 ft. of runway. I had briefed the First Officer about what I had been told as well. So we continued until we both decided around the same time that the vertical guidance was leading us to the wrong spot; so I was disconnecting the Autopilot and stopped the decent about the same time that we got a GPWS warning. Since after leveling off and climbing slightly we were in a position to make a normal landing; we proceeded to do so without further incident. Neither one of us had been to ZZZ1 before. An informal briefing that I got from another pilot before the flight biased us away from thinking that we were too low. I was told that it would look like you are too low all the way down; but the approach works great. Another factor was I tried to get the altimeter setting early using iPad apps; but that was not available for ZZZ1. As a substitute for that we requested weather for ZZZ1 from Dispatch. They sent us weather for ZZZ2; and I did not catch the mistake; entering that information into the performance page. We both entered altimeter settings based on that information as well. I told the First Officer we would need to get ATIS on the radio when we get closer. ZZZ kept us up high so when we got closer we were focused on getting down and forgot to get the ATIS. We didn't realize this until we were on the ground getting the ATIS for departure. One barrier for this type of event that we used to have that we don't have anymore is consistent and standard use data cards. The landing side of the data cards has a place for writing down the ATIS. Standard practice used to be that this was filled out for every leg and placed where both pilots could see it.
Second reporter narrative
We were preparing to land in ZZZ1 and were unable to get the ATIS because they don't have digital ATIS. We are pretty far out so I suggested the Captain send a message to Dispatch to get the local weather so we could at least set up the approach. The Captain used that information to get ready to land on Runway X in ZZZ1. When we got closer we were fairly busy with the descent as they made descend all the way down to 5000 ft. from somewhere in the 30s. I neglected for some reason to get the ZZZ1 ATIS; and we never updated the altimeter setting. When we made the turn to final and noticed it was a bit low and mentioned that to the Captain. Earlier in the flight he said he spoke to someone else who had been here recently; and that Captain mentioned it looks like you're very low but it's normal for ZZZ1. On the approach I felt like we were low and kept mentioning that to the captain. He agreed and he clicked off the Autopilot and pitched up somewhat. We did get the GPWS warning of 'too low terrain.' We only heard that once so we did not go around. After we got on the ground we realized we had the wrong altimeter setting and were 300 ft. low on the entire approach. I think the Captain mentioning his friend saying that we would look low made me feel like the approach was normal for ZZZ1. There's an approach to a runway somewhere up in the North East; and it's very similar because of rising terrain. Also when dispatch sent us the weather it turned out it was for ZZZ2 not ZZZ1. Also the final controller mentioned the altimeter setting about when we turned final; and I normally check it with what is set on the flight control panel. I don't know why I didn't do this.The Captain mentioned that he was happy that I use the told cards and I make notes about everything that happens. At my previous airline; we had to fill one out and put it in the middle of the instrument panel so both pilots could see it. I worked at Company 1 before this; and was quite surprised that we do not have the same procedure at Company. I believe making this procedure mandatory would be helpful to prevent this type of situation occurring in the future.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.