B777-200
Flight Crew Air Transport Pilot (ATP)
Training / Qualification; Situational Awareness; Workload
Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew Executed Go Around / Missed Approach
Weather; Procedure; Human Factors; Chart Or Publication; Airport
We were expecting the PIRA 5 arrival to 9R at SBGR; but after passing PIR received clearance for the PIRA 7 to the Descent Charlie 7 ILS 27L. Weather at SBGR was 700 broken with good visibility and I was the pilot flying. Prior to VANG and at 5;000 FT we were given a 180 heading; then a 230 heading for LOC interception. At about this time I noticed the First Officer's voice in my headset; followed shortly thereafter by the Radio Transmit EICAS message. I reached down to the First Officer audio control panel and switched it to the center transmitter; at which time Approach Control was trying to give us approach clearance. While the First Officer and Relief Pilot sorted out the communication problem; I accepted the approach clearance; intercepted the LOC and started a descent to 3;900 FT for glideslope intercept at BCO as charted. Shortly thereafter; when approaching 3;900 FT we received a terrain warning and executed a missed approach. The second approach and landing was normal. When starting the descent I did not follow procedures by verifying the altitude change with the First Officer. Factors contributing to my error were the radio problem and fatigue at the end of an all night flight. Also the lack of a clearly defined point on the Descent Charlie 7 to begin descent to the glideslope intercept altitude was confusing to me. I had assumed that upon intercept of the LOC it would be safe. Clearly the correct course of action would have been for me to decline the approach clearance and accepted vectors for another try after the radio problem was resolved. I do understand how essential it is for all crew members to be involved with operating the aircraft. Reviewing the Descent Charlie 7 ILS Runway 27L at SBGR; with BCO as the active waypoint and established on the LOC; at what point is it safe to descend to 3;900 FT if you have been vectored to the approach and not made the procedure turn? The high terrain of 3;199 FT underlies the procedure turn and appears to be north of the LOC.
Planned on; and briefed; PIRA 5 Arrival with transition to ILS Runway 9R. Weather: Light wind from west; 5;000 meters vis; DZ- BR; BKN 007; rain showers in vicinity. Captain had terrain selected; I was in weather mode. Late frequency change and late descent clearance (passed PIR VOR); followed by change of arrival to PIRA7 and approach to ILS 27L. On vectors to ILS 27L in IMC; Approach Control vectored us off the arrival and transition; presumably for spacing. We just received a turn onto base when I saw an EICAS message 'RADIO TRANSMIT.' Captain switched my MIC switch to C-VHF; since I had a hot mike and couldn't transmit. I was now out of the loop and missed the approach clearance while trying to reestablish communications so Captain didn't have to fly and talk. When I got my communications working again; I noticed we had intercepted final for 27L. Captain had set 3;900 FT in ALT window; which is FAF crossing altitude and was descending in FLCH. I noticed we were below the path (about 1;400 FT) and Captain said he would capture glideslope from below; at FAF. Moments later we received a 'Terrain; terrain' warning. I looked at [the][ Captain's PFD (since he was in terrain) and noticed an area of dotted green ahead of us. I called go-around; the FB called go-around; but the Captain was late to react. We heard a second terrain warning; both the FB and I repeated our calls for go-around and the Captain then initiated a go-around. We cleaned up on schedule; advised Approach Control; and received vectors for an 'uneventful' approach to 27L. Contributing factors: (1) the event occurred after an all-nighter; everyone was very tired; (2) busy descent due to late approach and descent clearance and runway change; (3) unfamiliar approach; none of us had previously landed on 27L in IMC; (4) distraction at a critical moment during the approach; (5) due to vectors off the published transition; Captain selected FLCH to descend; rather than stay in VNAV PTH; thus we descended too soon to the FAF fix altitude. After reviewing the approach plate; I believe we should have been at 4;800 FT. When we extended the runway centerline after receiving the approach clearance; we lost CARV intersection and the 'at or above 4;800 ft' restriction. Note: The PIRA 7 arrival coincides with the ILS Z Runway 27L approach; but the approach we received; Descent Charlie 7 ILS Runway 27L; does not. The Descent Charlie 7 ILS does not give clear guidance on when to descend to 3;900 FT unless flying the full procedure. Without CARV intersection; which requires an aircraft to stay at 4;800 FT until 5.6 DME from FAF; and without ATC guidance; I can see why the Captain set 3;900 FT in the ALT window. I did not confirm the altitude with him due to the radio distraction; but I don't think I would have questioned it. The confusion could have been prevented had we been assigned the ILS Z approach procedure; or been allowed to fly the full approach.
B777 flight crew experiences a stuck mic during approach to SBGR with the Captain flying and performing communication duties while the First Officer sorts out the mic problem. Vectors to the ILS 27L are received and a descent to 3;900 FT is initiated with the First Officer out of the loop. A terrain warning is annunciated and a go-around initiated after some hesitation.