Air carrier changing from visual approach to ILS approach receives GPWS signal.

Attributes
ACN	225735
Time
Date	199211
Day	Tue
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : pdx
State Reference	OR
Altitude	msl bound lower : 800 msl bound upper : 2000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : pdx tower : ord
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 8000 flight time type : 2200
ASRS Report	225735
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : overshoot non adherence : clearance other spatial deviation other spatial deviation
Independent Detector	other controllera
Resolutory Action	flight crew : returned to intended course or assigned course
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Flight departed msp for pdx. Flight was normal up to the approach and landing phase. Flight was cleared for the bonul 2 arrival, bonul at 10000 ft, 250 KTS. Our FMC had been programmed for the bonul arrival all the way to reedi, then the mill visual runway 28R with a point pdx 079/9.0 at 3000 ft. As a backup we had the ILS to 28R. The WX, as much as I can remember, was 150 scattered 10 mi visibility, wind 320 at 6. It seemed to be an easy visual approach to runway 28R. At the pdx 079/9.0 we could not see the airport. A fog bank had formed over government and mcguire island. As we turned to 240 degrees, approach asked us if we had the field, no we did not. Turn to heading 210 degrees and descend to 2000 ft for ILS to 28R. All of this was taking place on or near the laker intersection. As we turned to 210 degrees, I reprogrammed the FMC with a direct intercept into laker. We passed through the course northbound. We were then turned back to 320 degree heading. At this point we had a visual on the runway. We were cleared for the visual. As we lined up with the runway, we got terrain, terrain from the GPWS, and a call from tower that we were 3 mi, 800 ft. All of this happened within seconds and I felt completely out of the loop. Factors I believe that caused this occurrence: we were VMC with fog blocking visual to runway. Our speed was 210 KTS. We were too fast and trying to slow. With my attention on setting the course inbound on the FMC, slowing the aircraft by putting the gear down, putting flaps down, placing the bug back to approach speed, a radio change from approach to tower and monitor a hand flown visual approach. I was as I said earlier, out of the loop. You must remember that all of this occurred in less than a min. After the GPWS terrain, GS was captured and normal approach and landing. I made a comment to tower about the fog and he said they were going to change over to 10 approachs.

Original NASA ASRS Text

Title: ACR CHANGING FROM VISUAL APCH TO ILS APCH RECEIVES GPWS SIGNAL.

Narrative: FLT DEPARTED MSP FOR PDX. FLT WAS NORMAL UP TO THE APCH AND LNDG PHASE. FLT WAS CLRED FOR THE BONUL 2 ARR, BONUL AT 10000 FT, 250 KTS. OUR FMC HAD BEEN PROGRAMMED FOR THE BONUL ARR ALL THE WAY TO REEDI, THEN THE MILL VISUAL RWY 28R WITH A POINT PDX 079/9.0 AT 3000 FT. AS A BACKUP WE HAD THE ILS TO 28R. THE WX, AS MUCH AS I CAN REMEMBER, WAS 150 SCATTERED 10 MI VISIBILITY, WIND 320 AT 6. IT SEEMED TO BE AN EASY VISUAL APCH TO RWY 28R. AT THE PDX 079/9.0 WE COULD NOT SEE THE ARPT. A FOG BANK HAD FORMED OVER GOV AND MCGUIRE ISLAND. AS WE TURNED TO 240 DEGS, APCH ASKED US IF WE HAD THE FIELD, NO WE DID NOT. TURN TO HDG 210 DEGS AND DSND TO 2000 FT FOR ILS TO 28R. ALL OF THIS WAS TAKING PLACE ON OR NEAR THE LAKER INTXN. AS WE TURNED TO 210 DEGS, I REPROGRAMMED THE FMC WITH A DIRECT INTERCEPT INTO LAKER. WE PASSED THROUGH THE COURSE NBOUND. WE WERE THEN TURNED BACK TO 320 DEG HDG. AT THIS POINT WE HAD A VISUAL ON THE RWY. WE WERE CLRED FOR THE VISUAL. AS WE LINED UP WITH THE RWY, WE GOT TERRAIN, TERRAIN FROM THE GPWS, AND A CALL FROM TWR THAT WE WERE 3 MI, 800 FT. ALL OF THIS HAPPENED WITHIN SECONDS AND I FELT COMPLETELY OUT OF THE LOOP. FACTORS I BELIEVE THAT CAUSED THIS OCCURRENCE: WE WERE VMC WITH FOG BLOCKING VISUAL TO RWY. OUR SPD WAS 210 KTS. WE WERE TOO FAST AND TRYING TO SLOW. WITH MY ATTN ON SETTING THE COURSE INBOUND ON THE FMC, SLOWING THE ACFT BY PUTTING THE GEAR DOWN, PUTTING FLAPS DOWN, PLACING THE BUG BACK TO APCH SPD, A RADIO CHANGE FROM APCH TO TWR AND MONITOR A HAND FLOWN VISUAL APCH. I WAS AS I SAID EARLIER, OUT OF THE LOOP. YOU MUST REMEMBER THAT ALL OF THIS OCCURRED IN LESS THAN A MIN. AFTER THE GPWS TERRAIN, GS WAS CAPTURED AND NORMAL APCH AND LNDG. I MADE A COMMENT TO TWR ABOUT THE FOG AND HE SAID THEY WERE GOING TO CHANGE OVER TO 10 APCHS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.