Narrative:

Approximately 100 miles from sba; ATIS was obtained. The weather was ten miles visibility with 1;300 ovc. The winds were 10g14 out of the west. We planned on the VOR approach runway 25 sba. As the pilot not flying; I set up the approach in the VHF radios and loaded the overlay in the FMS. I verified all points and selected the minimums in the baro selector. After verifying all frequencies; courses and minimums were set we transferred controls so the pilot in command could review and brief the approach. The FMS only contained the VOR approach for 25 at sba so we decided to fly it as such as opposed to a GPS or FMS approach.approaching gaviota (gvo) VOR; ATC started us on vectors for the VOR 25 approach. We noted the overcast layer just offshore of sba as suspected. When on downwind vectors for the approach; the pilot in command was in 'green needles' while I backed him up in the 'FMS needles'. ATC gave us a final turn and cleared us for the VOR approach at 2;100 ft. At this point we were still above the overcast layer. At this time; the pilot in command stated 'set next altitude'. I set the minimum altitude in the altitude selector. We were about five miles from the FAF and the pilot in command called for final configurations and the before landing checklist. This checklist was accomplished and the aircraft was fully configured outside of three miles from the FAF. We were at reference+15 at this time. Within seconds of completing the before landing checklist; the autopilot was intercepting the 279 [099] radial from gvo for the final approach course. At this time the pilot in command queried me whether he was allowed to use the approach mode for a VOR approach. I responded that was allowed if DME was collocated and DME was collocated with this facility. As this was happening; we heard another flight go missed approach off the same approach to 25. We were between two and three miles from the FAF at this point. Upon hearing this we looked at each other while we processed the possibility of a go-around. I glanced at the fuel and noticed we were down to about 1;800 pounds and our alternate was bur some 80 miles away. Shortly; ATC noted the prior missed approach and asked us if we would like to break off for the ILS to 7. We were now approaching one mile to the FAF. We briefly discussed our fuel situation and the latest weather report. I responded to ATC that we were considering the options and requested the weather. ATC reported the weather was still reporting 1;200 ovc officially. Since we were approaching the FAF and the approach was briefed we decided to continue the approach since the weather was still legal and the VOR 25 was heading us in the general direction to try the ILS afterward if we had to. The tower did not give wind info at this time and we assumed it still exceeding a 10 KT tailwind on runway 7. At this time we were approaching the FAF which I called and the pilot in command set the vs to 1;200 ft/minute descent. This rate was necessary to hit the vdp at the appropriate altitude. After regaining focus on the approach and call outs and within a few seconds of crossing the final approach fix I scanned the moving map and noted we were right of course. I looked at my FMS display on my pfd and it appeared we were on course. I then looked over at the captain's pfd and believe I saw a significant left deflection (right of course) on his green needles. At that moment we were just entering IMC and I said 'this isn't going to work out'. Within a second of that statement we received an egpws 'caution terrain' alert. I immediately called for a missed approach. The missed approach went very smoothly and within ten seconds we were on vectors with ATC up to 3;000 ft. We received the new official weather at this time and the ceiling over the field had decreased to 700 ft and the wind shifted to southerly at seven knots which made the ILS a legal approach. We landed from the ILS 7 without incident.

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Original NASA ASRS Text

Title: Distracted by concerns regarding fuel; weather; winds and nav system configurations for their VOR 25 approach to SBA; the flight crew of a CE-560XLS deviated from their inbound course towards high terrain and; upon receipt of an EGPWS Terrain warning; executed a missed approach and; when clear of terrain; were vectored for a successful ILS approach.

Narrative: Approximately 100 miles from SBA; ATIS was obtained. The weather was ten miles visibility with 1;300 OVC. The winds were 10G14 out of the west. We planned on the VOR Approach Runway 25 SBA. As the pilot not flying; I set up the approach in the VHF radios and loaded the overlay in the FMS. I verified all points and selected the minimums in the BARO selector. After verifying all frequencies; courses and minimums were set we transferred controls so the pilot in command could review and brief the approach. The FMS only contained the VOR approach for 25 at SBA so we decided to fly it as such as opposed to a GPS or FMS approach.Approaching GAVIOTA (GVO) VOR; ATC started us on vectors for the VOR 25 approach. We noted the overcast layer just offshore of SBA as suspected. When on downwind vectors for the approach; the pilot in command was in 'green needles' while I backed him up in the 'FMS needles'. ATC gave us a final turn and cleared us for the VOR approach at 2;100 FT. At this point we were still above the overcast layer. At this time; the pilot in command stated 'set next altitude'. I set the minimum altitude in the ALT selector. We were about five miles from the FAF and the pilot in command called for final configurations and the before landing checklist. This checklist was accomplished and the aircraft was fully configured outside of three miles from the FAF. We were at REF+15 at this time. Within seconds of completing the before landing checklist; the autopilot was intercepting the 279 [099] radial from GVO for the final approach course. At this time the pilot in command queried me whether he was allowed to use the approach mode for a VOR approach. I responded that was allowed if DME was collocated and DME was collocated with this facility. As this was happening; we heard another flight go missed approach off the same approach to 25. We were between two and three miles from the FAF at this point. Upon hearing this we looked at each other while we processed the possibility of a go-around. I glanced at the fuel and noticed we were down to about 1;800 LBS and our alternate was BUR some 80 miles away. Shortly; ATC noted the prior missed approach and asked us if we would like to break off for the ILS to 7. We were now approaching one mile to the FAF. We briefly discussed our fuel situation and the latest weather report. I responded to ATC that we were considering the options and requested the weather. ATC reported the weather was still reporting 1;200 OVC officially. Since we were approaching the FAF and the approach was briefed we decided to continue the approach since the weather was still legal and the VOR 25 was heading us in the general direction to try the ILS afterward if we had to. The Tower did not give wind info at this time and we assumed it still exceeding a 10 KT tailwind on Runway 7. At this time we were approaching the FAF which I called and the pilot in command set the VS to 1;200 FT/minute descent. This rate was necessary to hit the VDP at the appropriate altitude. After regaining focus on the approach and call outs and within a few seconds of crossing the final approach fix I scanned the moving map and noted we were right of course. I looked at my FMS display on my PFD and it appeared we were on course. I then looked over at the Captain's PFD and believe I saw a significant left deflection (right of course) on his green needles. At that moment we were just entering IMC and I said 'this isn't going to work out'. Within a second of that statement we received an EGPWS 'caution terrain' alert. I immediately called for a missed approach. The missed approach went very smoothly and within ten seconds we were on vectors with ATC up to 3;000 FT. We received the new official weather at this time and the ceiling over the field had decreased to 700 FT and the wind shifted to southerly at seven knots which made the ILS a legal approach. We landed from the ILS 7 without incident.

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.