Date: 201904
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Dusk
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class E ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Training / Qualification
Second reporter function: Pilot Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; ATC Equipment / Nav Facility / Buildings; Manuals; Procedure
Primary problem: Human Factors

Narrative: Enroute to ZZZ I sent for the METAR via ACARS; based on that information the FO (First Officer) briefed the ILS RWY XX. As we descended we were finally able to pick up the current ATIS which was advertising visual approaches for RWYs XY and XZ. The winds were favoring XZ so we briefed the visual backed up with lateral guidance from the RNAV Y XZ. As we got closer to the airport a company aircraft; arriving prior to us; requested the RNAV Y XZ. Approach control told us to expect the same; so the FO briefed a few more things on the approach plate and we continued towards the airport. The airport was VFR during the current ATIS period; we would be starting the approach in IMC but would be in VMC as soon as descending from 8000 ft. Myself and the FO were able to see the airport from over 10 miles out and proceeded visually to the field. Approaching the FAF we started our descent and noticed the 'snowflake' guidance required a higher than normal vertical speed; up to 1300 ft/minute in some cases. I referenced the chart and noticed; based on our ground speed and a 3.7 degree glide path; that a higher than normal VS was appropriate. During the debrief the FO noticed that category D aircraft are not authorized for that particular approach. Based on that finding we should have executed a go-around and set up a visual approach in the FMS using vertical guidance from the PAPIs. This was the first time into this airport for both myself and the FO; we became complacent after receiving the ATIS with the assumption we would be conducting a visual approach. We decided to use lateral guidance via the RNAV due to the terrain around the airport. I was not diligent when reviewing the chart after being told to expect that particular approach since we weren't going to be in IMC for very long. I didn't suspect anything to be out of place due to the higher approach angle of the approach path and a fast ground speed. Also the fact that a company aircraft had just flown the approach didn't give me a reason to suspect that we couldn't fly that particular approach. Even though the chart itself listed 'Cat A; B; and C only' in the header section; it didn't quite register for some reason. I thoroughly read the airport information page and it would have been helpful to have a note or ACARS message that says that particular approach in a CRJ-200 is prohibited. This is the first runway I've attempted an approach on that doesn't allow all aircraft speed categories so it's something I became complacent about.


Second narrative: On descent we followed company traffic to same runway in VMC. We decided that it was best to back the Visual with a RNAV/GPS approach so we would have vertical and lateral guidance into an unfamiliar airport for both myself and the Captain. We were cleared for the GPS approach and somewhere along the final approach segment we received one aural 'terrain.' The approach was stable and we landed without incident. During our debrief we discussed that this approach required the steep descent (3.76 degrees) and during our debrief we then noticed that category D was N/A.We were unable to pick up weather and determine the runway in use; so we briefed this approach and another approach not sure which runway was favored. We received runway assignment late and followed company traffic. We were cleared for the GPS approach and continued in visual conditions. Due to the steep descent angle of 3.76 degrees we received aural 'terrain.'There should be a filter in scheduling pairs to prevent a new FO (First Officer) and Captain from being paired together and it would be great if the filter prevented a crew to fly to airports that neither the FO nor Captain have been to. With it being the first time the Captain and I flying into this airport; we should have thoroughly reviewed the approaches available at this airport.


Synopsis: CRJ-200 flight crew reported following incorrect approach procedure for aircraft type.