Light Transport
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Distraction; Human-Machine Interface; Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Human Factors; Procedure
Coming into Scottsdale from ZZZ; we were cleared direct to DSERT for the DSERT2 RNAV (Area Navigation) arrival; then given instructions to cross YOLOW at 7;600 ft. and 250 kts. I put the altitude and speed in the FMS (Flight Management System) and the PF (Pilot Flying) set the AAD to 7;600 ft. and initiated the descent. Prior to reaching YOLOW; we acquired the runway at SDL and informed Approach; who simply acknowledged our transmission. We crossed YOLOW at 7;600 ft. and 250 kts; and shortly after were cleared for the visual approach to Runway 21 and instructed to contact Tower. The PF (Pilot Flying) began slowing the aircraft by reducing throttle and extending speed brakes while I activated the secondary flight plan containing the DSERT visual Runway 21 approach and activated the leg from YOLOW to EEDGR. The PF put 3;400 ft. into the AAD and activated VS (Vertical Speed) and dialed in a descent rate to reach 3;400 ft. at EEDGR. The PF directed me to extend the gear to assist with the descent and speed. Just prior to EEDGR we received a SINK RATE alert; and the PF shallowed the descent slightly; so we crossed EEDGR at approximately 200 kts and 3;600 ft. At the appropriate speeds; I extended the flaps; and shortly above 1;000 ft. AGL (Above Ground Level) we received a TERRAIN PULL UP alert; at which point I called for a go-around; which the PF executed. We climbed to 3;000 ft; ran the appropriate checklists; and then made a normal visual approach and landing.As we crossed EEDGR; the PF dialed the AAD to TDZE (Touch Down Zone); allowing the aircraft to continue descending while we attempted to get on profile.The PF and I were both distracted attempting to configure the aircraft and meet the profile of the approach. We both felt that the altitude and airspeed assignment at YOLOW made the switch to the REQUIRED visual approach with RNAV waypoints very difficult; and if we had simply flown a normal visual approach (which we've been doing for 15 years); we would have been fine. We were unable to configure early due to the ATC (Air Traffic Control) clearance; and the extra altitude carried past YOLOW forced a potentially unsafe descent rate. In the future; I will refuse a clearance to cross YOLOW at 7;600 ft and 250 kts if I expect to fly the visual to Runway 21. I feel the [Company] procedure as published actually reduces safety by drawing one or both pilots' attention into the cockpit during a critical phase of flight.
Flight Crew reported terrain alert on approach.