Commercial Fixed Wing
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 0; Flight Crew Total 15927; Flight Crew Type 5783
Training / Qualification; Situational Awareness; Distraction
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach
Human Factors
On ILS [Runway] XXL configured for an autoland upon hearing GPWS warning a go-around was initiated by me and successfully vectored back around for another approach to [Runway] XXR that was successful. In the debrief we both recognized the aircraft was not fully configured for landing thus the warning. Mitigating factors length of duty day; complacency due to the fact the approach was going well; maybe stress due to the current events i.e.; COVID-19; and company uncertainty in today's world. Threats also included new Captain IOE and check airman flying in right seat.  We all have been flying less.
I was flying as the LCA and pilot monitoring.  While conducting new Captain IOE on Aircraft X; we were setting up for an autoland on Runway XXL in ZZZ.  The arrival and approach were briefed to include known and anticipated threats.  We were vectored around for the approach and cleared for the ILS XXL.  The approach mode was armed and the second autopilot engaged.  Just prior to intercepting the glideslope; the gear was lowered and flaps 5 was selected.  We were in VMC conditions with the runway in sight.  The touchdown zone altitude was set as we continued the approach.  The 1;000 feet call and 500 feet call were made by me acting as pilot monitoring.  The response to 'set missed approach altitude cleared to land' and 'flare armed stable' were made respectively by the IOE student.  After 500 feet we received GPWS alerts for 'Terrain' and as we approached the runway threshold; a 'Pull Up' warning was [received].  After observing that we were in normal landing position; I made the ill advised call to continue.  As the autopilot began to enter the flare we realized we were still at flaps 5 and not configured to land.  I immediately called for a Go-Around and the Go-Around procedure was executed.  We advised ATC and were vectored around for a second approach for [Runway] XXR.  We executed the approach and landed without further incident.  Upon arriving at the gate; we debriefed our errors as well as the breakdown in CRM/TEM monitor crosscheck and SOP.  We also debriefed our failure to adhere to the GPWS warning.  We concluded that the combination of limited currency; outside current distractions (COVID; displacements;) and a long duty day may have created a moment where we completely lost focus.  The decision to go-around saved our poor performance from becoming an accident.
Air carrier flight crew reported executing a go-around due to a ground proximity warning.