Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Distraction; Confusion
Inflight Event / Encounter CFTT / CFIT
Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Chart Or Publication; Environment - Non Weather Related; Weather
We were in approach phase into MFR. MFR weather reported calm/ clear condition landing runway 32. Flew inbound from South; we saw some thin cloud layer scattered above the mountain range south of MFR airport. We requested RNAV-D approach direct ROMAE to start the approach. Approach controller gave us direct ROMAE maintain 10000 feet; cleared for approach. We intercepted final approach course at ROMAE and proceeded inbound. After crossing BRKET; we initiated the descent to next step down altitude of 8500 feet. We leveled off at 8500 feet approximately 2 miles prior to SUXCI. Approximately 1 mile prior to SUXCI in IMC condition; we received GPWS terrain warning. TERRAIN; TERRAIN; PULL UP. We immediately brought thrust lever Max; initiated EGPWS/CFIT escape maneuver. As soon as we initiated the climb; warning disappeared. We leveled off approximately 9500 feet on top of cloud in VMC. Proceeded toward airport. We acquired airport visually south of airport. Entered traffic pattern; and landed runway 32 without further incident. After landing we debriefed and checked approach charts; airport altimeter setting; surrounding terrain clearance and NOTAMS. We don't believe any FAA violations or company policy/procedures deviation occurred at this time; rather it is a safety concern for every flight crew fly into MFR.There is mountain range south of MFR airport and approach chart depicts 7229 feet obstacle approximately 1 mile south of SUXCI intersection on final approach course. That terrain/obstacle clearance is the probable cause of EGPWS to trigger; even though we are in correct path as well as correct charted altitude.Unless flight path for final approach course or step down altitude is revised; we may continue to receive EGPWS warning into MFR. We need to be vigilant for terrain and prepare to do CFIT escape maneuvers.
The approach goes right over some of the tallest peaks just south of the airport. Just to the east is a valley where more terrain clearance can be provided. The approach is a circle to land; so it would not make a difference to move the approach course over to where terrain will not be as much as a threat. It would be safer and other crews will not receive GPWS warnings in the future.
An air carrier flight crew flew the MFR RNAV (GPS) D and was surprised by a EGPWS TERRAIN Alert while on profile at 8;500 feet. The EGPWS escape maneuver was completed in IMC; but the approach was completed normally.