Fractional flight crew reported visually misidentifying the destination airport and receiving a caution obstacle warning due to flying by a tower while on visual approach. Flight crew later received a warning they were below glide slope but continued the approach to landing.
Synopsis
Fractional flight crew reported visually misidentifying the destination airport and receiving a caution obstacle warning due to flying by a tower while on visual approach. Flight crew later received a warning they were below glide slope but continued the approach to landing.
Narrative
I was PM and I am currently a SIC. This day was my second day on tour after being signed off from IOE. The flight from ZZZ1 to ZZZ was our second flight to the field that day with the same routing. Upon descent myself and the PF called the field in sight with approach. We swapped to advisory Unicom and canceled IFR and commenced visual approach to runway XX backed up by the RNAV runway XX in the FMS. We briefed at pattern altitude of 4300ft and ZZZZZ at 3460ft on the RNAV rwy XX approach. The field was busy with flight training and corporate travel that day which was also . Other aircraft were using runway XY; a crosswind runway almost 90 degrees to runway XX. Runway XY was a shorter runway and we picked runway XX for a longer runway length. The winds were between 190 and 180 @ 8 knots gusting to 18 and the winds had also been gusting in the left crosswind earlier that day. We were both vigilant for traffic in the area. We were set up on a track to the field from the southeast. The PF lost sight of the field and had thought the field was on the south side of highway X. The field was actually to the south of another similarly configured highway Y 2 miles north of the road (highway X) We also had the range ring zoomed out on the MFD and had usually had the range zoomed in a little more. I had the field still in sight and started to point the field out to the PF. During that time while calling out where the field was to our location keeping the field and traffic insight we started to descend using vertical speed with the auto pilot engaged like we were landing for runway XX. When I called the field out again we got a caution obstacle warning at around 3400ft MSL on the altimeter. The obstacle was a tower in the area. This altitude is close to the altitude we briefed for ZZZZZ at 3460 ft on the RNAV runway XX approach. The PF immediately disengaged the autopilot added power and we climbed. The PF got the field in sight and we flew north to turn final onto runway XX. During the visual approach to the runway we got glide slope warning due to being under the glide slope. We were stabilized at 500ft and commenced the landing in a crosswind. After we taxied to parking and the passengers left the aircraft we debriefed what had just happened on the approach.I should have corrected the PF/PIC and told him to climb to pattern altitude and extend his base turn to the final approach fix and maybe a go around. Reset up for another approach. That would have fixed the issue of descending too low and being too low on the glide path and also his loss of situational awareness with where the landing field was. I should have zoomed the MFD display in for him but being task saturated distracted me. I should have questioned him more thoroughly when we asked where the airport was the first time. My lack of time with the PF could have been a contributing factor. If you don't like something say something. We did have a good debrief on ground and after our flights for the day about what we should have done and that is a valuable tool to learn from these situations.
Second reporter narrative
I'm PIC and flying; 4th of 5 flights this second day of Tour. This was my second leg of the day; flying the exact routing we had previously that morning (almost directly straight routing). My recollection; it had been about 3 years since flying into ZZZ; and I had know it to be a difficult airport to spot amongst the city and roads leading to it - and had briefed that to the SIC earlier that morning. Both flights routing brought us in southeast of the airport. Once approach cleared us for the visual I HDG-ing bugged" us to a north turn to start lineup for runway. I had managed the MFD range ring to view ZZZZZ1 and ZZZZZ on the RNAV Rwy XX that we had loaded and briefed. I saw a set of roads/ highway that I thought had led into the airport ; same as I had done first flight that day to the same airport. Glanced at the MFD range ring; saw I was inside ZZZZZ1 so knew I had to descend towards 3500 ft. towards ZZZZZ; which I did with VS (vertical speed wheel). About that time; I then told the SIC I don't have the runway (when previous to this time I was confident it would be more clearly in view once again; once I got my bearing). He pointed across my windscreen that "the airport is over there." Now I realized we were not where we where supposed to be; I then hand flew and continue (muddling) north (with runway now in clear view); now hand flying to try and lineup for runway. Suddenly get a "caution terrain" call. I added power and started a climb and saw the tower below us (seeing we were clear of and knowing why we got the caution call). By now I definitely see the similar set of roads and definitely the runway. Once lined up on final; get a "Glideslope; glideslope" call. Climbed a little bit; more; was seeing visually clear. I believe we were stable at 500 ft. (and recollect he called that out); all the while still lining up and correcting for strong southerly crosswind. Felt stable and with correct crab; airspeed; and configuration for landing - though now I'm a bit embarrassed; but disciplined; determined that all was correct for landing. Landed correctly; normal taxi; shutdown; passengers deplaned. One passenger commented and thanked me for getting low across the pipeline to help avoid those gusty bumps (was turbulent on descent because of local winds). Passengers were company X management. Copilot and I debriefed this event about three times yesterday and this morning. Last night before bed thought we better submit reports on this event. Viewing VFR Sectional ; I now realize I thought highway X was highway Y Loop. Corrective action should have been immediate climb to pre-brief VFR pattern altitude 4300 ft. (in this very flat area; a safe maneuvering altitude ) probably with re-engagement of autopilot to help stabilize; possibly a "Go-around" if not on proper standards for the visual approach.First set of passengers that day had said their company pilots' they used to have before our company; didn't want to land ZZZ because of usual strong crosswinds and fear of wingtip strike upon landing - and asked if we prefer ZZZ2; which I responded; yes as a pilot preference; but it's (also) up to your preference (as Owners). Gustier; stronger; crosswinds had been encountered during the morning flight. Crosswinds we're strong this flight but not as variable gust.If disorientated; immediately climb to pre briefed pattern altitude (terrain dependent). Better NavAid backup; and fly from final approach fix; an available instrument approach - which there was in this case; versus attempting to join shorter final completely VFR."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.