A320 flight crew reported receiving an EGPWS terrain warning while on an RNAV approach in windy conditions. The First Officer; per the Captain; was inexperienced and the aircraft briefly went below the glide-path. A normal landing was accomplished.
Synopsis
A320 flight crew reported receiving an EGPWS terrain warning while on an RNAV approach in windy conditions. The First Officer; per the Captain; was inexperienced and the aircraft briefly went below the glide-path. A normal landing was accomplished.
Narrative
ZZZ to ZZZ1. Descent brief noted the terrain in vicinity of the airport and points near final for the RNAV (GPS) XX. Winds were 280 at 13G20. First Officer (FO) was flying the approach. Vectors were to a left downwind; base and final. Configuration and checklists were as briefed. Approach mode was armed and the managed/managed V/DEV 'brick' was captured. The FO's approach was stabilized and he clicked off the autopilot and auto thrust at approximately 1;500 feet AGL. The gusty conditions made it a challenging approach; and at approximately 900 feet MSL I felt a slight sink due to the gusty winds. I glanced inside; noted the V/DEV was slightly above the horizon and then looked outside to see our PAPI indicators transitioning from 2 red/two white to three red. I verbally instructed the FO to level off and regain the two red and two white PAPIs. As he was accomplishing this; we heard/perceived a 'terrain ahead' Enhanced Ground Proximity Warning System (EGPWS) caution call out. My previous verbal instruction had him accomplishing the first step from the FM of adjusting the flight path. As I analyzed the situation for a possible go around or escape maneuver; it quickly resolved; we regained two red/two white PAPI indications and landed. We debriefed the flight; specifically talking about the terrain notification verbiage and I briefed approach techniques as the FO is inexperienced. I received a call from the FOQA gatekeeper and we debriefed the flight. He had additional information and his data showed us receiving a 'too low terrain' warning message but no 'pull up' command. The FO and I both do not recall hearing a 'too low terrain' nor 'pull up' command; which would have triggered us to accomplish the terrain escape maneuver.
Second reporter narrative
On the RNAV XX approach into ZZZ; at approximately a 2-4 mile final; a GPWS 'Too Low Terrain' alert was annunciated. Auto pilot was off and as best as I can recall; the autothrust was off by that point. Upon hearing the GPWS; I shallowed out the descent and established 2 red; 2 white on the PAPI to continue the approach to land (the approach plate notes VGSI and RNAV glidepath not coincident). It was nighttime VMC with gusty winds.Captain and I debriefed that the vertical deviation brick on the approach was centered with minor deviations throughout the approach past the final approach fix. No excessive descent rate was indicated. No indication on the navigation display or Primary Flight Display indicated that terrain closure rate was excessive.We discussed that the approach plate indicates an elevation of 510 feet along the final approach course approximately 1-3 miles from the runway and a likely cause of the GPWS annunciation. We also debriefed that had the GPWS annunciated 'Terrain; Pull Up' an immediate escape maneuver would have been required. Given the fact it was nighttime; and a terrain alert was annunciated; I should have performed a go-around regardless of vertical deviation scale indications.At the time of submitting this report; Captain and I have both debriefed with an FOQA gate keeper discussing the events of the approach and agreed a safety report was warranted. Additionally; we both agree that in hindsight; a safety report was warranted immediately following the flight.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.