Date: 202011
Local time of day: 1201-1800
Location: ROA.Tower, VA
Flight conditions: VMC
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ROA
ATC / advisory: Tower ROA
Aircraft component: GPWS
Component problem: Malfunctioning
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Aircraft; Chart Or Publication; Environment - Non Weather Related
Primary problem: Aircraft

Narrative: On [Date]; we operated Aircraft X from ZZZ-ROA and I was the CA (Captain) onboard. It was our Day 3 and Leg 4 of the day. I was the Pilot Flying; while my FO (First Officer) was Pilot Monitoring. Both of us were new to this airport; so we reviewed the 10-7 pages and airport diagram to make sure we selected an adequate runway for landing; because they both were relatively short runways in mountainous terrain surrounding area. Once we were in the air and leveled off at our cruising altitude; we started setting up for the approach and briefed it all. As we got closer to the airport and were with Approach; he descended us to 6;000 ft. We both saw the runway and reported it. The ATC asked us to give him at least 6 mile final and we concurred. We looked at the runway and descended down to 4;500 ft. approaching from the southwest to intercept [Runway] 34 localizer. As we got closer to the intercept point for the localizer; the aircraft annunciated 'Caution terrain' 'Pull up' simultaneously; there was no break in between at all. There was also no terrain data that displayed on the MFD on both of our screens. I disconnected the AP (Autopilot) and added power needed to climb immediately. The 'Pull up' annunciation was only said once and went away. We only climbed 500 ft. to 5;000 ft. and continued to intercept the course to land. We also reported the event to the ATC and they didn't say anything. The 'Master Warning' switch light also didn't go on. This event lasted about 2 seconds and we continued to land at the airport.Both of us were new the airport and should've stayed with ATC until intercepted and then call for visual.This event could've easily been avoided by simply just staying with the Approach Control until established on approach; because it is a very mountainous area. Being an unfamiliar crew flying to this area and going visual to land this runway can put you in this situation; even though being in VMC conditions and having runway in sight. I would also like to suggest a guidance in 10-7 to be added regarding landing in this airport and staying with ATC until cleared of mountains and only going visual once cleared and over the valley.


Second narrative: On [Date]; my Captain and I operated Aircraft X from ZZZ to ROA. It was Day 3; Leg 4 of our trip. On this leg; I was the Pilot Monitoring; while my CA (Captain) was flying the aircraft. This was the first time either of us operated to Roanoke; so we reviewed the 10-7 pages; and airport diagram to make sure we selected an adequate runway for landing; since they both were relatively short runways in a mountainous area. Once in cruise flight at our final altitude; we started setting up for the approach and briefed it as necessary. The plan was to set up for the visual backed up by the ILS for Runway 34. As we got closer to the airport and were with Approach; the controller descended us to 6;000 ft. We both saw the runway and reported it. ATC then cleared us for the visual; but asked us to give him at least 6 mile final and we concurred. We looked at the runway; surrounding terrain; and approach plate; and decided to descend down to 4;500 ft. approaching from the southwest to intercept the Runway 34 localizer. We figured this was a correct altitude; as the highest obstacle on the plate was 3;508 ft. As we got closer to the intercept point for the localizer; the aircraft annunciated 'Caution terrain' 'Pull up' simultaneously; there was no break in between at all. There was also no terrain data that displayed on the MFD on both of our screens. My Captain immediately disconnected the AP (Autopilot) and added power as necessary. The 'Pull up' annunciation and all other GPWS alerts were only said once and went away as soon as we started the climb. We only climbed 500 ft. to 5;000 ft. and continued to intercept the course to land. The event was reported to ATC as well; and they acknowledged. This event lasted about 2 seconds and we continued to land at the airport.This was the first time either of us have operated to this particular airport; and should have either stayed above the approach's MSA of 5;700 ft.; or even stayed with the Approach Controller; making him give us headings and altitudes rather than calling the airport in sight and getting cleared for the visual.This event could have easily been avoided by staying with the Approach Controller until established on the approach; rather than calling the airport in sight and getting cleared for the visual. A crew flying to this area that is unfamiliar with the surrounding terrain and conducting a visual approach to this runway can end up in this situation; even with VMC conditions and having the runway in sight. I would also like to suggest some guidance in the 10-7 pages to be added regarding landing at this airport and staying with ATC until cleared of the mountains and only going visual once cleared and over the valley. Something similar to the 10-7 pages for ZZZ regarding the GPWS events would be helpful to other crews in avoiding a similar situation.


Synopsis: Flight Crew reported a GPWS alert while on a visual approach to ROA resulted in corrective action; yet no obvious terrain proximity.