Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Confusion; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Executed Go Around / Missed Approach
Airspace Structure; Chart Or Publication; Procedure
ILS Approach; ZZZ Tower closed. Dark night with overcast. Active cell with heavy precipitation. Wind reported 350@12. Coming from the southwest; we requested and were given direct ZZZZZ; descend to 7000. The active cell over ZZZZZ had us divert left. After clearing the cell; we were instructed to turn right heading 070; then turn left 350 to intercept the localizer; descend and maintain 5300 until established; cleared for the approach. We verified the 5300 altitude with ATC. Level at 5300; course alive between ZZZZZ and ZZZZZ1; we got a terrain caution followed by a terrain pull up alert. Pilot [Flying] (First Officer) immediately disconnected the autopilot; climbed and Pilot Monitoring (Captain) advised ATC. We leveled-off at 6500 and re-engaged the auto-pilot in ALT and HDG modes. ATC vectored us to the west. After discussing the incident with ATC; they indicated the minimum vectoring altitude in the area is 5300. Captain checked sufficient fuel on board for a second attempt. Not sure if the terrain warning was erroneous after the minimum vectoring altitude discussion and reviewing the terrain information on the approach chart; we requested and got vectors back to final. We were instructed to descend and maintain 5300 once again. On a heading of 150 while being vectored and descending to 5300 we had another terrain pull up alert. Pilot Flying disconnected the autopilot and immediately initiated a climb to a safe altitude and Pilot Monitoring advised ATC. After re-engaging the auto-pilot in ALT and HDG modes at about 6300 ft. we had another discussion with ATC regarding minimum vectoring altitude. We were then vectored to intercept the localizer and capture the glide slope between ZZZZZ and ZZZZZ1 but closer to ZZZZZ this time (the cell over ZZZZZ was still active). We asked ATC to maintain our altitude until established. We intercepted the localizer and glide slope at 6300 ft. and performed a visual approach backed-up with the ILS to an uneventful landing. Landed with > 4000lbs of fuel on board (tankering). At no time was any aircraft limitation exceeded. This report is erroneously indicating it was a non-revenue flight when it was a revenue flight. After further review on a sectional chart; highest terrain in the area is at 3;457 ft.; left of localizer between ZZZZZ and ZZZZZ1. A minimum vectoring altitude of 5300 ft. put us 1843 ft. above the terrain. Had the cell not be present over ZZZZZ; we would have intercepted the localizer further out and at a higher altitude and probably would not have received any terrain warnings. Minimum crossing altitude is 5500 at ZZZZZ and 5000 at ZZZZZ1. Add more detailed terrain information on the approach chart. The 3;457 ft. terrain depicted on the sectional is not depicted on the approach chart. Increase minimum vectoring altitude to match the [Terminal Arrival Altitude] for the area (5500 ft. MSL).
CRJ-200 Captain reported the flight crew received Caution Terrain and Terrain Pull Up warnings while on radar vectors from ATC for the same approach during two separate approach attempts.