Air Carrier flight crew reported while on approach receiving an EGPWS alert resulting in the crew executing a climb and go around; the flight crew landed safely on the second approach.
Synopsis
Air Carrier flight crew reported while on approach receiving an EGPWS alert resulting in the crew executing a climb and go around; the flight crew landed safely on the second approach.
Narrative
Prior to decent; I was originally planning to do a visual to runway 21 backed up by the RNAV Y 21 into CHO; but after receiving the weather for CHO; being overcast at 6;000 ft I decided to fly the full published approach; due to the overcast and mountainous terrain in the vicinity; and with it being night; me and the FO both had terrain on our NAV displays. Around 12;000 ft We asked the controller for direct CLBRT for RNAV Y 21. We were then cleared direct CLBRT and told descend and maintain 6;000 ft. About 15 miles from CLBRT; the controller said maintain at or above 5;000 ft cleared RNAV Y 21 CHO. We acknowledged the clearance. Me and the FO thought about the altitude assigned (5;000 ft) and how that was interesting as the portion of the approach from CLBRT-KAION is 5;100 ft. In response to that observation; I selected 5;100 ft instead of 5;000 ft. We leveled at 5;100 ft about 10 miles from CLBRT and maintained around 225 IAS. Over the next couple minutes as we flew over the ridges and mountains west of CHO we experienced light to occasional moderate turbulence while going in and out of the broken-overcast layer. A few miles from CLBRT in level flight at 5;100 ft with light to occasional moderate chop; the EGPWS was set off and 'Terrain Ahead; Pull Up' was heard; and startled us. I took the controls; turned the autopilot off and said 'escape max thrust' and preferred the terrain escape maneuver. No other EGPWS voices we hear subsequently; and the FO told ATC about it; and I said we will level at 7;000 ft as I leveled off. The controller then told us the MVA was 5;000 ft for that portion of the approach; but 5;300 ft in the general area. We were then vectored around again for the approach and landed without further incident.
Second reporter narrative
Prior to decent; crew was originally planning to do a visual to runway 21 backed up by the RNAV Y 21 into CHO; but after receiving the weather for CHO; being overcast at 6;000 ft we decided to fly the full published approach; due to the overcast and mountainous terrain in the vicinity; and with it being night; me and the CA both had terrain on our NAV displays. Around 12;000 ft We asked the controller for direct CLBRT for the RNAV Y 21. We were then cleared direct CLBRT and told descend and maintain 6;000ft. About 15 miles from CLBRT; the controller said maintain at or above 5;000 ft cleared RNAV Y 21 CHO. We acknowledged the clearance. Me and the FO thought about the altitude assigned (5;000 ft) and how that was interesting as the portion of the approach from CLBRT-KAION is 5;100 ft. In response to that observation; CA selected 5;100 ft instead of 5;000ft. We leveled at 5;100 ft about 10 miles from CLBRT and maintained around 225 IAS. Over the next couple minutes as we flew over the ridges and mountains west of CHO we experienced light to occasional moderate turbulence while going in and out of the broken-overcast layer. A few miles from CLBRT in level flight at 5;100 ft with light to occasional moderate chop; the EGPWS was set off and 'Terrain Ahead; Pull Up' was heard; and startled us. CA took the controls; turned the autopilot off and said 'escape max thrust' and preferred the terrain escape maneuver. No other EGPWS voices we hear subsequently; and the FO told ATC about it; and I said we will level at 7;000 ft as he leveled off. The controller then told us the MVA was 5;000 ft for that portion of the approach; but 5;300 ft in the general area. We were then vectored around again for the approach and landed without further incident.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.