Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Human Factors
ATC used radar vectors to place us inside the FAF on a modified left base to 28C. 28C is served by an RNAV approach that was loaded and active. After accepting the visual approach; I sequenced the approach in the FMS to provide a backup. When I looked up I noticed that the FO (First Officer) had set 1;600 (minimums for the approach) in the box. I asked him why he set it and he stated that that was the minimums. I announced 'you are getting low.' He did not change the descent path and when I looked down we were descending at 1;800 feet per minute. Just as I saw that the terrain warning went off. I instructed the FO to climb. We did and resumed the visual approach manually. The FO stated he believed Captains did not want FOs hand flying the aircraft on approach. I reminded him that visual approaches require us to hand fly below 1;500. Excessive descent rate as a result of over-reliance on automation and a lack of situational awareness combined with my inattentiveness while programming the FMS lead to a low altitude/terrain alert. If we had followed SOPs; I doubt this would have occurred. The FO set a new altitude without announcing the change and used an excessive descent rate that wasn't needed. He may have been aided had our FMS had LPV capability. The GP would have signaled the excessive rate of descent and being below the 3 degree glide path.I would also suggest changing the responsibility of setting the altitude alerted to the PM (Pilot Monitoring). If the PF (Pilot Flying) has to request the change; 'secret' changes like this would be less common.
Cleared for visual; got below glideslope; then returned back onto glide slope. Remained in autopilot with more than required descent rate.In the future use LPV for situational awareness.
Air carrier flight crew reported receiving a GPWS terrain warning on approach to PIT.