B767 air carrier crew reported receiving a false GPWS too low flap warning on final approach; at EWR airport. The crew determined all landing gear were down and locked and continued to a safe landing.
Synopsis
B767 air carrier crew reported receiving a false GPWS too low flap warning on final approach; at EWR airport. The crew determined all landing gear were down and locked and continued to a safe landing.
Narrative
We experienced two separate but probably related GPWS false warnings on short final to Runway 22L in EWR. The Autothrottle was MEL'd. Autopilot was disconnected at about an eight mile final. Aircraft was fully configured for landing by about 1200 ft. AGL (gear Down; Flaps 30; and speed brake armed) All checklists and callouts complete/accomplished. On speed; and engines spooled.At somewhere around 200 ft. AGL we received a 'Too Low Flaps' GPWS warning. All three of us verified the configuration of the aircraft. We elected to continue the approach. At somewhere between 100 ft. and 50 ft. AGL we received a 'Sink Rate' warning. All indications were of a normal approach except the GPWS callout. The First Officer continued to a normal landing. After a collaborative debrief we concluded that there were faults with the GPWS system and entered the erroneous warnings in the maintenance logbook after gate arrival. I have personally not encountered a 5G related issue to my knowledge. We did speculate if that was what we encountered.
Second reporter narrative
While on final approach to [Runway] 22L; we received a GPWS alert for flaps. The initial alert happened at approximately 100 feet. When we received the caution; the Captain and I both verbally verified that flap-handle was at 30 degrees and the gauge indicated green. Then the Captain verbalized that the landing gear was down with three green lights. All three pilots agreed to continue. The Captain silenced the caution and it went out (not just silenced). At approximately 50 feet; another alert for glide slope ('Too Low'); the Captain silenced the alert and we continued to a landing. After the flight; we debriefed and agreed that the indication was false and did not concur with the configuration of the aircraft.The malfunction was written up and we called maintenance to ensure we had postpone contact with them.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.