Narrative:

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 localizer 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 localizer 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 localizer 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 localizer; 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 localizer.

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Original NASA ASRS Text

Title: 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.

Narrative: 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.

Data retrieved from NASA's ASRS site as of July 2013 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.