Air carrier flight crew reported a GPWS terrain warning on final approach. The flight crew had the terrain in sight and continued to landing.
Synopsis
Air carrier flight crew reported a GPWS terrain warning on final approach. The flight crew had the terrain in sight and continued to landing.
Narrative
Flight ZZZ - ZZZ1 Diverting to GJT. Aircraft X.While on the RNAV (GPS) 29 into GJT the EGPWS (Enhanced Ground Proximity Warning System) system activated TERRAIN; TERRAIN; PULL UP".The aircraft was inside CESBA IAF approximately 2 miles from HANSU; established on RNAV course and in Final Approach mode at a speed of 170 knots.We had the Grand Mesa terrain in sight and could obviously see the aircraft was going to turn well before the terrain. We lowered the gear before our planned & briefed spot of ERIKE and the warning went away. Continued to a successful landing.Aircraft flight manual states that for approaches into airports with surrounding high terrain; the alert envelopes are modified to allow normal approach maneuvering without nuisance alerts. This is NOT true for this approach!Also upon landing and rolling to the end of runway 29 at a speed of under 30 knots the overrun protection warning system activated. 'BRAKE; MAX BRAKING; MAX BRAKING'.Once again this warning was in error and we continue to brake slightly to turn off the runway at under 20 knots. Most likely due to the resent displacement of runway 11."
Second reporter narrative
On our flight from ZZZ - ZZZ1 we were forced to divert to GJT due to thunderstorms. We requested the RNAV GPS 29 approach with Denver approach and they vectored us on to the approach via CESBA (IAF). The clearance we received from approach was cross CESBA at 8500 feet cleared RNAV GPS 29 approach. At this point we already had the airport in site as the weather was VFR with good visibility. Shortly after crossing CESBA at 8500 ATC told us 'maintain 170 knots or less till a 5 mile final. As the pilot flying I slowed down to 170 knots well before HANSU (IF). Shortly before HANSU while perfectly on course and altitude (8500 ft) with FINAL APP NAV engaged and the autopilot on we received a terrain caution ' CAUTION; TERRAIN; CAUTION; TERRAIN.' The decision was to continue as we were in VFR weather and could see the terrain as well as we were perfectly on course. Shortly after I dropped the landing gear and as we started our turn to HANSU (or inside HANSU joining final) we received a terrain warning 'TERRAIN TERRAIN PULL UP' again we continued as we were visual with all terrain and turning final with FINAL APP NAV engaged and zero lateral deviation. We were still at 8500 and 170 knots as required by ATC. Shortly after the warning distinguished and we continued and landed runway 29 without any problems.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.