CRJ-900 flight crew reported receiving GPWS warning on approach.
Synopsis
CRJ-900 flight crew reported receiving GPWS warning on approach.
Narrative
While executing a Visual approach to Runway XX at ZZZ; the crew experienced a GPWS Terrain Pull-Up warning. The crew immediately executed the appropriate escape maneuver. Once clear of the conflict; the crew requested vectors for the RNAV Approach to Runway XX - which was accomplished without further complication.This event occurred as the result of several factors. First; the captain (PF) began the turn to base too early; thus positioning the aircraft to intercept the final approach course at ZZZZZ (the FAF). The PF delayed arming NAV Mode until the course deviation indicator had begun to move. This resulted in an overshoot of the final approach course; which triggered the GPWS warning from terrain to the south. These events were exacerbated by a strong tailwind component.The crew's second approach attempt was much more conservative - They elected to get vectors for the RNAV approach to Runway XX. The event was debriefed thoroughly between the captain; first officer (Line Check Pilot (LCP) candidate) and myself (Lead LCP on the jumpseat).
Second reporter narrative
We were operating Aircraft X from ZZZ to ZZZ1 when a GPWS warning occurred intercepting the final approach course inbound. A go around was executed and a second approach was conducted without issue resulting a successful landing. A full description with details follows. We anticipated a visual approach to runway XX in ZZZ1; that was briefed; backed up with the GPS XX approach and the visual approach brief was conducted from the special procedures manual prior to descending from cruise altitude. Approach control cleared us for the visual approach to runway XX when we were abeam the field on a right downwind for XX. Just prior to being cleared for the approach we were allowed to descend to 5200'. The captain was PF and briefed that we would maintain the downwind leg past ZZZZZ and then turn base and we would not descend more until on the base leg. Abeam ZZZZZ a right base was turned; flaps 20 called for and 3700' set for the next altitude. On base we had a tailwind and were pushed through the final approach course just before ZZZZZ. Seeing the overshoot the Captain disconnected the autopilot and increased right bank to align up with the runway. Having disconnected the autopilot the captain called for geardown; flaps 30; set altitude to 3100' and vertical speed 800fpm down. As the FO was setting up the FCP we received a GPWS warning for terrain. The are 2 small peaks in this region: one at 2526' and another at 2290'. The aircraft also descended to approximately 3500' during this time. When hearing the GPWS warning the FO called a go around and a go around was executed. Approach control gave us left vectors for the GPS XX approach into ZZZ1 for the second attempt which was conducted without issue.Turning base too soon and not adjusting FCP inputs for the tailwind on base. I should have proceeded outbound until ZZZZZ1 or at least 2-3 more miles than actual and we would have been better set up to be stabilized and not overshoot the final approach course inbound. Also to have set up the correct course to ZZZZZ from ZZZZZ1 (250 vs 238). 238 was used on the first attempt which exacerbated the appearance of the final course overshoot. It would be good to somehow depict the immediate peaks near ZZZZZ/ZZZZZ1; they are not depicted on the approach plate. Also it may be good to put a reminder in the visual approach briefing checklist to mention the anticipated winds vs the route of flight and pilot corrections necessary to mitigate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.