Narrative:

While on the RNAV (gnss) runway 08 at mdpp; just prior to kelso FAF we received a terrain; terrain; pull up pull up warning. An escape maneuver was executed and the aircraft leveled off at approximately 4;000 on the RNAV (LNAV) approach path to the runway. A missed approach was declared to santo domingo control. The aircraft broke out into VFR conditions over the airfield; called the field in sight and entered a downwind to land visually. The mdpp briefing page provides a caution to B757/767 aircraft regarding 'nuisance GPWS warnings;' and suggests that the aircraft 'must be configured for landing no later than the PP351;' the turn to final. This note should be made more forceful. Terrain terrain; pull up; pull up is hardly a 'nuisance' warning when IMC. It is a life saving warning that cannot be ignored. If it were made clear that the warning would be terrain terrain; or more forceful in its language to dictate non-standard approach procedures we may have fully complied with the briefing page notes. Instead we intercepted the RNAV approach course at 180 knots; flaps 15. Although we were stable with the auto-pilot/LNAV/VNAV our terrain closure rate still triggered the warning. If the tolerance on this approach is so tight that the approach speed of the aircraft determines the safety margin then I argue the tolerances are unacceptably tight. This approach procedure should be removed from the authorized [approach procedures]. Either way; I will personally never attempt that approach again; fully configured or not. The VOR 26 with a circle to land is 1;000 times safer. [The RNAV] is an unsafe procedure.

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Original NASA ASRS Text

Title: B757 First Officer experiences a terrain warning approaching KELSO during the RNAV Runway 08 approach to MDPP and takes evasive action.

Narrative: While on the RNAV (GNSS) RWY 08 at MDPP; just prior to KELSO FAF we received a terrain; terrain; pull up pull up warning. An escape maneuver was executed and the aircraft leveled off at approximately 4;000 on the RNAV (LNAV) approach path to the runway. A missed approach was declared to Santo Domingo Control. The aircraft broke out into VFR conditions over the airfield; called the field in sight and entered a downwind to land visually. The MDPP Briefing Page provides a caution to B757/767 aircraft regarding 'nuisance GPWS warnings;' and suggests that the aircraft 'must be configured for landing no later than the PP351;' the turn to final. This note should be made more forceful. Terrain terrain; pull up; pull up is hardly a 'nuisance' warning when IMC. It is a life saving warning that cannot be ignored. If it were made clear that the warning would be terrain terrain; or more forceful in its language to dictate non-standard approach procedures we may have fully complied with the Briefing Page notes. Instead we intercepted the RNAV approach course at 180 knots; flaps 15. Although we were stable with the auto-pilot/LNAV/VNAV our terrain closure rate still triggered the warning. If the tolerance on this approach is so tight that the approach speed of the aircraft determines the safety margin then I argue the tolerances are unacceptably tight. This approach procedure should be removed from the authorized [approach procedures]. Either way; I will personally never attempt that approach again; fully configured or not. The VOR 26 with a circle to land is 1;000 times safer. [The RNAV] is an unsafe procedure.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.