Air Carrier crew reported a GPWS terrain warning after descending at a high vertical speed and leveling at the published FAF altitude in night IMC conditions. The crew performed a go around and returned for another approach and landed safely.
Synopsis
Air Carrier crew reported a GPWS terrain warning after descending at a high vertical speed and leveling at the published FAF altitude in night IMC conditions. The crew performed a go around and returned for another approach and landed safely.
Narrative
Intending to conduct CDFA/LNAV approach for IOE signoff; an EGPWS event occurred approximately 2 miles inside of ELSUH (RWY 33). After FMS cycled through ELSUH; we descended to 2;300' and 1;500'/minute. Altitude was captured and DDA was set. No other aircraft inputs were selected. About 15 seconds after DDA was selected a very momentary GPWS warning alerted for 1-2 seconds and immediately resolved itself. Considering the IMC conditions; and questionably night time operation; we responded accordingly as a crew by setting max power and climbing to 3;000'. After resolution; ATC vectored aircraft back around for another intercept; this time conducting an LPV approach as LCA Pilot Flying. Not issues occurred.Cause: Aircraft was operated within Company SOPs; and aircraft was not descending at time event occurred; plenty of clearance; possible false indication. Either way crew responded as required. No other operational impact resulting from this event. At no point were we ever less that 1;000' above the obstacle on this approach.Suggestion: After briefing the highest obstacle; should have briefed descending at a slower rate before crossing the 1;251' point inside of ELSUH. The GP would have still been well than above the aircraft's actual altitude at this location. We did not do so due to using CDFA procedures for an IOE signoff. Possible addition of a note on the approach plate may be useful.
Second reporter narrative
We did a CDFA rnav approach for IOE sign-off. While on the RNAV 33 for BGR we were cleared for the rnav approach and we set 2300 then passing ELSUH (3000) we descended down to 2300 using VS down 1.5 and after we level off and joining the course we got an EGPWS caution and warning for about 1-2 seconds. We executed at go around and set max power due to the event while in IMC and closer to night time. After the event we get vectored back for the RNAV 33 but instead using doing a LPV approach.Cause: A/C was operated within Company SOP; and aircraft was not descending when the event occurred. It was possible that the aircraft had a false indication. Either way the crew responded accordingly as required.Suggestion: After briefing the highest obstacle; should have briefed descending at a shallower rate before crossing the 1251' point inside of ELSUH. Possible addition of a note on the approach plate.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.