Flight Crew Air Transport Pilot (ATP)
Confusion; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Became Reoriented
Airport; Human Factors
We were set up and prepared for a visual approach backed up by the ILS. Everything was briefed prior to descent. The weather was clear and night VMC. The tower asked if we had the airport in sight around 15 miles out. After confirming with the captain that he had the airport in sight we were then cleared for the visual approach. We slowed and configured as normal outside the final approach fix. While working the radio and preparing the checklist I noticed the pilot flying descending below the final approach fix altitude a few miles prior. After a second or two I queried him about his altitude and mention he was low and mentioned the altitude at the final approach fix. We continued the descent at 1;000 feet per minute or so to an altitude of I believe around 1;000 feet AGL; while I was reviewing the approach plate; all the while being queried by the tower about our altitude. I made the call altitude again and said we were too low and we needed to level off and go around. At this point we received the GPWS 'terrain' I called for a go around and we climbed to 3;000 feet; still outside the final approach fix. After it was confirmed the pilot flying had indeed Misinterpreted something other than the airport as the airport; and confirming with the tower and pilot flying everything was okay and we were still in a position to make a normal landing at this point; we decided to continue the landing. At this point again [we] became too low and slow on the approach and another go around was then called around 800 feet. We performed a complete go around. After reentering the pattern and autopilot re-engaged; we discussed again that the pilot flying was Indeed aware of airport and runway position; we flew the localizer and glideslope back in and a normal landing was made.The fact the pilot flying Did NOT have the right airport in sight; coupled with his disorientation of position; led to a descent below a safe altitude quickly and suddenly. I was not aware of his disorientation until it was too late. I was taken by surprise as the non flying pilot as I believed the pilot flying was in full contact with the airport and lining up for the runway. I was taken back by how abruptly the airplane was put in an inadvertent; low altitude position. The speed of things happening; led to things becoming unstable quickly. While I called go around the first time a full 'TOGA' go around was not completed as should have been.
An A320 First Officer reports being cleared for a night visual approach to Runway 12L at STL with the Captain flying. The Captain begins descending below the FAF altitude well outside of it and is queried by the First Officer. The descent is continued until the Tower asks the flight to check their altitude and a GPWS warning is annunciated. The crew climbs to 3;000 feet and is still outside the FAF so a second visual approach is attempted with the same results. This time the missed approach is completed and vectors are received to the ILS.