Narrative:

We received the ATIS as per the fom while enroute for landing at phx. ATIS called the weather at 1700 sct; 2500 broken with 10 miles visibility. As we approached the airport; we were vectored for the ILS 26 GS out. As we descended to FAF altitude; we noticed that the weather was not as advertised on the ATIS so we quickly briefed the approach. Everything was completed prior to the FAF and the aircraft was stabilized and ready to descend to the MDA. As we passed the FAF; the pilot flying scrolled a vertical speed of 1200 fpm. As we approached 2500 feet on the altimeter; tower advised us to check altitude - they had an altitude alert on us. About 2 seconds later we get an altitude caution; followed by terrain caution alert. Since we did not have the airport in sight; we went around. I am not sure why this happened. We were established on the localizer; our altitude was well above the step-down fix as well as the MDA; our altimeter was correct; and our vertical speed was acceptable since we were well above 1000 ft AGL. I believe that ATC should have updated the weather sooner. Our ATIS was the one being used even after our go-around. ATIS mike was 1 hour old when we were on approach. The weather was not 1700 sct with 10 miles. If this weather was updated to current conditions; we would have switched roles to have the captain flying since the actual weather was very close to the allowable limit that the first officer can fly a non-precision approach per our fom. But that clearly to me is not the reason we got the alerts. We got the alert for some other reason than pilot performance.

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Original NASA ASRS Text

Title: Air carrier on descent into PHX initiates a go around because of both an ATC and aircraft altitude alert during a non precision approach.

Narrative: We received the ATIS as per the FOM while enroute for landing at PHX. ATIS called the weather at 1700 SCT; 2500 BKN with 10 miles visibility. As we approached the airport; we were vectored for the ILS 26 GS out. As we descended to FAF altitude; we noticed that the weather was not as advertised on the ATIS so we quickly briefed the approach. Everything was completed prior to the FAF and the aircraft was stabilized and ready to descend to the MDA. As we passed the FAF; the pilot flying scrolled a vertical speed of 1200 fpm. As we approached 2500 feet on the altimeter; Tower advised us to check altitude - they had an Altitude Alert on us. About 2 seconds later we get an Altitude Caution; followed by Terrain Caution Alert. Since we did not have the airport in sight; we went around. I am not sure why this happened. We were established on the localizer; our altitude was well above the step-down fix as well as the MDA; our altimeter was correct; and our vertical speed was acceptable since we were well above 1000 ft AGL. I believe that ATC should have updated the weather sooner. Our ATIS was the one being used even after our go-around. ATIS Mike was 1 hour old when we were on approach. The weather was not 1700 SCT with 10 miles. If this weather was updated to current conditions; we would have switched roles to have the Captain flying since the actual weather was very close to the allowable limit that the First Officer can fly a non-precision approach per our FOM. But that clearly to me is NOT the reason we got the alerts. We got the alert for some other reason than Pilot performance.

Data retrieved from NASA's ASRS site as of April 2012 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.