Flight Crew reported an unstable approach with a high descent rated resulted in a GPWS alert and a CFTT event during approach to ROA.
Synopsis
Flight Crew reported an unstable approach with a high descent rated resulted in a GPWS alert and a CFTT event during approach to ROA.
Narrative
Today going into ROA the captain and I had a Enhanced Ground Proximity Warning System (EGPWS) event that lead to a go around maneuver. There are a few factors that lead up the the EGPWS going off and we all played a part in it. First off; we were being vectored for a visual to runway 24 and from previous experience; the captain knew they like to leave you super high and clear you for the visual and give the responsibility to you to safely descend through the mountainous terrain and land. Sure enough that's what they tried to do. The controller gave us a base turn inside the final approach fix while we were at roughly 4000 feet AGL (5200 MSL) on a 5 mile wide right downwind. We declined the turn and asked to continue out past the final approach fix. The controller reluctantly gave us the clearance to do so. We got just outside the final approach fix and the controller gave us clearance to turn direct the FAF and also clearance for the visual and a descent to 4000 feet. The captain was a little confused on that clearance and slowly turned the plane on heading mode to try to align with the approach path. I didn't realize what he was doing until it was too late and we were being blown outside the lateral guidance path from the RNAV 24. Even though it was a visual; we were trying to follow the lateral and vertical path of the RNAV because of the mountainous terrain. The captain eventually clicked off the autopilot due to it banking the plane hard right and knowing we were going to have to make a hard left to get lined back up with the runway. During these turns; we were also still in the descent to 4000 feet. We were in VS mode doing 1200 FPM and I knew that was way too much based on the approach plate and just by looking outside so I called it out and immediately reached up to correct the descent rate. As the captain started to pull the nose up; it must have still been just enough of a descent rate to cause the plane to give us a 'pull up' aural warning. We immediately executed an escape maneuver. From there we decided to choose a different runway in ROA that had an ILS. We safely got on the ground and talked about everything that went wrong; what we both could have done better; and what we will do next time to prevent this from happening again.Cause: I believe confusion with the clearance given; as well as ATC trying to slam us in lead to higher descent rate than desired at that time.Suggestions: Next time we will spend a little more time briefing exactly how we want to fly the approach. We will not let them try to turn us in when we aren't ready. Also; for that specific RNAV; I will ask to be vectored onto the approach properly to avoid confusion and just fly the published approach. I also think it would be worth a call from the company to that approach control and tell them we cannot accept turns inside the final approach fix like what they tried to make us do. If we had accepted it; we would have been flying blind with no guidance to back us up; along with having a crazy descent rate to get down based on where we were and how high we were. It's just unsafe to try to get us to accept that visual clearance from there.
Second reporter narrative
Our flight was from ZZZ to ROA. The flight was going well until the approach phase of flight. Visual conditions and the airport was utilizing runway 24. Initially the vectors were inside the FAF so we decided to ask for extended vectors outside the final to better set up. As soon as they turned us in; we were high and not on a great intercept angle. I (pilot flying) forgot to sequence the approach; which further aggravated the problem. Now slightly off course and high we started down but eventually the high descent rate ( can't remember the exact rate) we set off the Enhanced Ground Proximity Warning System alert. We proceeded with a go-around and set up for the ILS to 34. We discussed beforehand the threats of terrain and what a high descent rate could cause utilizing runway 24. Ultimately; we let ourselves get behind and allowed vectors that we're not suitable for us. Cause: Allowing myself to accept inadequate vectors. Not properly being set up with the FMS lateral path not being executed. Suggestions: Slow down; fly the airplane and request what is needed to stay within SOPs
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.