B737 flight crew reported a ground proximity warning during final approach. Flight crew initiated a climb and then continued the approach.
Synopsis
B737 flight crew reported a ground proximity warning during final approach. Flight crew initiated a climb and then continued the approach.
Narrative
As the Captain flying the approach into ZZZZ; we briefed the RNAV XX that connects off the STAR. ZZZZ Approach asked us to fly max forward speed below 10000 feet. They authorized the faster speed as we would be number one. We were VFR and lined up with the airport. When we were about 25 miles out; I started slowing down below 280 and after we received clearance for the approach; I asked the FO to set the FAF altitude of 2000. We were descending while keeping the airspeed up so I speed intervened to 280 as the VNAV had us slowing to 210 kts. I came out of VNAV and selected Level Change to keep the speed up. Later on the descent; the terrain (rolling hills) started getting closer and realized' I was not in VNAV. We did not have the at or above" 3000 foot restriction to protect us; and I saw the terrain visually getting closer. We received a GPWS and I deselected the Autopilot and climbed. The GPWS went away very quickly; and we advised Approach Control of the warning. They confirmed the altimeter. When leveled off at 3000 feet while maintaining VFR; we confirmed clearance for the approach. We reset the Autopilot; and selected VNAV and LNAV. I was visual with the runway and landed. After shut down; we debriefed the incident and I accepted full responsibility. I should not have accepted the faster speed below 10000 feet as it took me out of normal procedures and selecting level change while descending on a VNAV is not procedure. The threat of language barrier was a factor as it was difficult to understand what speed they wanted us to fly. As we were VFR; the threat of terrain was not adequately addressed by me; however the equipment worked. I could see the terrain and the solid green on the terrain mode and we received a GPWS due to our descent rate and speed. We never saw any yellow or red on the terrain mode. I am sincerely sorry for my error and accept full responsibility as the First Officer (FO) did a great job throughout the flight. I contacted our safety rep and completed the report. I learned the importance of not deviating from standards by accommodating Approach Control request to fly fast and more importantly the need to follow SOP and do the LNAV VNAV procedures as trained. The need to monitor and cross check is vital."
Second reporter narrative
With Autopilot A engaged; operating on VNAV and LNAV; we were descending into ZZZZ when ATC instructed us to maintain maximum forward airspeed below 10;000 feet. This caused a brief distraction. Shortly after; we were cleared to descend to 3;000 feet and were given clearance for the RNAV XX approach.Upon receiving the approach clearance; we set the final approach fix altitude of 2;000 feet. At this point; we were in Level Change mode with LNAV engaged and the speed window open to comply with ATC's request for maximum forward airspeed below 10;000 feet.Just before leveling off at 2;000 feet; we received a GPWS Pull Up" terrain warning. The Captain immediately executed the escape procedure; disconnecting the Autopilot and autothrottle and initiating a climb. ATC was promptly advised. After climbing 200-500 feet; the warning ceased; and we resumed the approach without further incident.We were in VMC throughout the event but maintained visual contact with the terrain. At no point during the flight did we feel unsafe."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.