CRJ-700 flight crew reported an unstabilized approach; requiring maneuvering; resulted in a GPWS alert and CFIT.
Synopsis
CRJ-700 flight crew reported an unstabilized approach; requiring maneuvering; resulted in a GPWS alert and CFIT.
Narrative
On our way into ZZZ we were cleared down to 12;000 feet and told to expect the RNAV XX approach. Shortly after ATC began a lengthy conversation with two stationairs that were approaching icing conditions and trying to figure out if they could continue with their flights or needed to turn back. During this time the frequency became very busy and ATC asked everyone to standby while they helped the two aircraft in icing conditions. Once ATC started helping other aircraft again the pilot monitoring asked if we were cleared for the approach yet as we were passing over ZZZZZ at 12;000 feet (3;000 feet high). They cleared us for the approach and I started down as well as attempting to lose airspeed (was still at 250 kts). Realizing we were not going to be able to make a stable approach I requested vectors or a 360. When the pilot monitoring relayed this to ATC we were cleared for the visual and frequency change approved. Knowing there was terrain closer to the right side we began a left descending turn. We were inside ZZZZZ1 and my initial thinking was we would do a 360 and reintercept the approach course around a 5 mile final. In the turn I realized I had started the decent in vertical speed without a bottom altitude selected and was now at 8;000 feet. I quickly selected ALT mode to hold that altitude and continued the turn. At this point I believe the pilot monitoring could see I getting behind and began helping out with selecting an altitude and getting the approach course reset. As we completed 270 degrees of the turn I visually required the airport with the intent of counting to turn the aircraft towards the field and arming nav mode to acquire the approach course. Around this time I was also watching the glideslope guidance and notice I needed a decent to keep us on glidepath. As this was happening we never acquired the approach course and went through final which almost immediately gave us a terrain terrain" alert. Pilot Monitoring quickly disengaged the autopilot and continued the left hand turn towards the field away from the terrain. Controls were then transferred back to me and we flew the visual down to the runway. We needed to execute the 360 because we were high and fast. Doing the 360 inside 10 mile final without previously briefing it led to higher stress and an increase of workload that got the pilot flying task saturated. The first course of action that would have helped us avoid this would have been slowing down much earlier. Especially when it became obvious ATC would not be able to get back to us for a moment; slowing down would have helped to create more time. Second I believe the best course of action was to tell ATC we needed radar vectors back around to the beginning of the approach instead of accepting the frequency change."
Second reporter narrative
We were at 11000ft. from ZZZ (VOR) to ZZZZZ and were told to expect RNAV RWY XX approach clearance shortly. ZZZ CENTER had controller switch and few pop-up IFR clearances happened; so center got distracted and we were left high. I called the center and said We were told to have approach clearance shortly and we are passing ZZZZZ now." The center gave us clearance for RNAV Rwy XX approach and we were too high and fast. We did not have enough time to get down and slow down. I called the center we have the runway insight and will break out to do 360 turn to make some time. The center cleared us for visual and changed the advisory frequency. The FO (First Officer) was the PF (Pilot Flying) and he was still heading towards the RWY even after we talked about our plan and I told him to start the turn and I dialed the HDG bug for left turn to initiate the turn. I was making a radio calls and prompting him to start to get configured so we can be ready for the approach. After that I looked at PFD (Primary Flight Display) and noticed he started descent without setting bottom altitude. I told him stop descending; and said you can't descend without bottom altitude set. He hit the ALT button and leveled off. I asked him how he was doing and he said he feels good and okay to continue. We were already little bit lower than 8800' ZZZZZ1 and also he said he had runway insight so I told him let's keep flying and re-intercept the course on RNAV. Keep turning and he made turn on the base. I setup the FMS and I was making radio calls; keep helping him to get configured. Asked him again how he feels and he is good. Then I noticed that we passed the runway to make a turn to final. So I was reaching to the flight control to make a turn then we got "TERRAIN TERRAIN". I took the control; autopilot off and turned towards the airport and lined up with final. Then my FO had the control back and flew rest of the approach and landed in ZZZ.It was overwhelming with so much radio calls on ZZZ Center. I was trying to talked to them and didn't happen in time. I was too much focused on getting us clearance and didn't tell the FO to slow down. So I failed prioritizing the tasks. Also after we had a plan for 360 turn; we didn't have enough communication what was about to happen. We got distracted on getting configured and slowing down too much. I assumed the FO would hand flying and he was using automation to do that - also we could've shared the mental model. I believe that the FO was overloaded; if not getting overloaded. Uncontrolled airport - radio calls and worried about other traffics and also terrain. FO initiated descending with no bottom altitude when not on the final; Keep stop making turns. We could've shared the plan better.Plan better - Slow down so that we can descend when we get clearance. Request vectors to the center to rejoin the approach. Initiate go-around and try again. Priorities tasks better. Before initiate plan; share plan throughly."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.