Narrative:

Received vector for ILS 11L approach to tus from the ZONNA1 arrival; descending from 11;000 on heading 260; was cleared to 6;000 while in downwind north of airport. As we were given a turn to base of 230 degrees approach asked if we had rj traffic in sight at our 10 o'clock on approach to runway; picked up traffic in the turn and was cleared to follow traffic cleared for the visual runway 11L. We had briefed the localizer 11L IAP (notams indicated glideslope out of service) with visual back-up; and the terrain considerations around the airport including the eng out alt ma procedure prior to the descent. As we acquired the traffic I turned toward calls on the localizer course and asked for 4;600 to be set in the alt MCP window descending to intercept the localizer; armed the localizer on the MCP and was heading to intercept. We lost visual with the traffic and while looking and descending; I did not notice the localizer did not capture; once this was identified while still descending to 4;600; we received a caution terrain alert. I quickly turned back to intercept; but immediately started getting advisories from approach control about terrain and simultaneously received a terrain; terrain pull up pull up (closure rate) warning. I executed the escape and climbed; we heard the warning twice as we climbed away from the threat. Once clear and turning back toward the localizer course; with the runway back in sight we quickly verified our position; configured to continue the approach visually and landed. However in getting back to a reasonable descent path to land I was about 10-15 KTS above vref at touchdown with displaced threshold - all else was uneventful. Throughout the GPWS event my first officer (pilot not flying) executed her duties exceptionally well providing me callouts; and suggestions both while flying the escape maneuver; and then to get back into a position where we could still safely re-establish the approach and landing. I would say our training kicked in with the terrain alerts and despite the tasking workload her crew coordination was commendable. We had both commuted into base earlier in the day prior to the late departure for this first leg and I believe some fatigue was a contributor to the late localizer not captured identification.

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Original NASA ASRS Text

Title: An MD80 Captain reported receiving a GPWS terrain warning on approach to TUS. Failure to recognize LOC did not capture and fatigue played a part.

Narrative: Received vector for ILS 11L approach to TUS from the ZONNA1 arrival; descending from 11;000 on heading 260; was cleared to 6;000 while in downwind north of airport. As we were given a turn to base of 230 degrees approach asked if we had RJ traffic in sight at our 10 o'clock on approach to runway; picked up traffic in the turn and was cleared to follow traffic cleared for the visual Runway 11L. We had briefed the LOC 11L IAP (NOTAMs indicated glideslope out of service) with visual back-up; and the terrain considerations around the airport including the Eng Out alt MA procedure prior to the descent. As we acquired the traffic I turned toward CALLS on the LOC course and asked for 4;600 to be set in the alt MCP window descending to intercept the LOC; armed the LOC on the MCP and was heading to intercept. We lost visual with the traffic and while looking and descending; I did not notice the LOC did not capture; once this was identified while still descending to 4;600; we received a CAUTION TERRAIN alert. I quickly turned back to intercept; but immediately started getting advisories from Approach Control about terrain and simultaneously received a TERRAIN; TERRAIN PULL UP PULL UP (closure rate) warning. I executed the escape and climbed; we heard the warning twice as we climbed away from the threat. Once clear and turning back toward the LOC course; with the runway back in sight we quickly verified our position; configured to continue the approach visually and landed. However in getting back to a reasonable descent path to land I was about 10-15 KTS above Vref at touchdown with displaced threshold - all else was uneventful. Throughout the GPWS event my First Officer (pilot not flying) executed her duties exceptionally well providing me callouts; and suggestions both while flying the escape maneuver; and then to get back into a position where we could still safely re-establish the approach and landing. I would say our training kicked in with the terrain alerts and despite the tasking workload her crew coordination was commendable. We had both commuted into base earlier in the day prior to the late departure for this first leg and I believe some fatigue was a contributor to the late LOC Not captured identification.

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.