Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Human-Machine Interface; Confusion; Distraction
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach; General Flight Cancelled / Delayed
ATC Equipment / Nav Facility / Buildings; Weather; Airport
My FO (First Officer) and I had been flying to MKE all week. The snow in MKE was so deep that the taxiway signs were completely obscured. On the first morning into MKE we shot the ILS 19R approach. Despite being exactly on the glideslope and at the correct FAF crossing height; the PAPI remained 4 white for the entire approach. I realize there is a note on the approach plate stating VGSI and GS not coincident; but I have never seen PAPIs and GS disagree to the extent that 4 white is correct for the GS. At this point I was very grateful for the visual landing training reinforcing what a normal sight picture looks like. We reported the issue with the PAPI to tower and they were subsequently notamed OTS (Out of Service). The subsequent 2 mornings we shot the LOC 25L and despite being exactly on each of the recommended altitudes that set of PAPIs remained 4 red. We reported this to the tower and as we were waiting for the hotel van someone from airport management came to talk to us. It seems that with all of the snow it is not unusual for the PAPIs to be knocked out of alignment due to plowing. He did mention no one else had complained about the PAPIs on 25L. On [another] morning we were again shooting the LOC 25L and were vigilant about comparing our altitude to the recommended altitudes. This time the PAPI appeared to be in agreement with the profile. We were so distracted by this that we neglected to select flaps 35. Of course a couple hundred feet off the ground the GPWS screamed at us. I am embarrassed to admit that my first instinct was to move the flaps to 35 in response to the yelling GPWS; but then my logical brain caught up to the fact we were not stable and I called Go Around. The go around and subsequent approach were executed with no issue.
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Air Carrier flight crew reported unreliable Visual Glide Slope Indicator and going around due to a GPWS warning due to an incorrect flap setting.