An air carrier flight crew flying A320 on approach to lse reacted to GPWS.

Attributes
ACN	434227
Time
Date	199904
Day	Fri
Local Time Of Day	0001 To 0600
Place
Locale Reference	navaid : lse.vor
State Reference	WI
Altitude	msl single value : 3200
Environment
Flight Conditions	Mixed
Light	Night
Aircraft 1
Controlling Facilities	artcc : zmp.artcc
Operator	common carrier : air carrier
Make Model Name	A320
Operating Under FAR Part	Part 121
Navigation In Use	other vortac
Flight Phase	descent : approach
Route In Use	approach : instrument non precision
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : atp
Experience	flight time last 90 days : 270 flight time total : 10000 flight time type : 1000
ASRS Report	434227
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial pilot : multi engine
Events
Anomaly	non adherence : far non adherence : company policies other anomaly
Independent Detector	aircraft equipment : gpws other flight crewa
Resolutory Action	flight crew : became reoriented flight crew : overrode automation
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

After missed approach at lse due to inoperative pilot controled lighting runway 18/36 lse CTAF, we entered the published missed approach VOR 36 lse at 3000 ft, cleared to 4000 ft. Then reclred 5000 ft MSL. Captain PF. After airport lighting re-established, requested ZMP visual approach runway 36 lse. During descent in IMC encountered at 3500 ft, ATC clearance for VOR 36 approach lse runway 36 at 3200 ft MSL. GPWS single terrain advisory received due to descent rate for approach. I immediately leveled off at 3200 ft and we were given climb clearance to 3500 ft by ZMP and then completed approach to lse without incident. There were some CRM issues in cockpit from first officer. Additionally, management at my company did not NOTAM CTAF pilot controled lighting as per my request. Additionally, one of the flight attendants had heard the GPWS alert and questioned the alert with management. The missed approach and visual approach procedures were followed to the book, as was the single GPWS warning alert procedures for nighttime missed IMC. Missed approach procedures were not initiated because we were not on an approach segment and msp approach controller reclred us to 3500 ft immediately following GPWS alert.

Original NASA ASRS Text

Title: AN ACR FLC FLYING A320 ON APCH TO LSE REACTED TO GPWS.

Narrative: AFTER MISSED APCH AT LSE DUE TO INOP PLT CTLED LIGHTING RWY 18/36 LSE CTAF, WE ENTERED THE PUBLISHED MISSED APCH VOR 36 LSE AT 3000 FT, CLRED TO 4000 FT. THEN RECLRED 5000 FT MSL. CAPT PF. AFTER ARPT LIGHTING RE-ESTABLISHED, REQUESTED ZMP VISUAL APCH RWY 36 LSE. DURING DSCNT IN IMC ENCOUNTERED AT 3500 FT, ATC CLRNC FOR VOR 36 APCH LSE RWY 36 AT 3200 FT MSL. GPWS SINGLE TERRAIN ADVISORY RECEIVED DUE TO DSCNT RATE FOR APCH. I IMMEDIATELY LEVELED OFF AT 3200 FT AND WE WERE GIVEN CLB CLRNC TO 3500 FT BY ZMP AND THEN COMPLETED APCH TO LSE WITHOUT INCIDENT. THERE WERE SOME CRM ISSUES IN COCKPIT FROM FO. ADDITIONALLY, MGMNT AT MY COMPANY DID NOT NOTAM CTAF PLT CTLED LIGHTING AS PER MY REQUEST. ADDITIONALLY, ONE OF THE FLT ATTENDANTS HAD HEARD THE GPWS ALERT AND QUESTIONED THE ALERT WITH MGMNT. THE MISSED APCH AND VISUAL APCH PROCS WERE FOLLOWED TO THE BOOK, AS WAS THE SINGLE GPWS WARNING ALERT PROCS FOR NIGHTTIME MISSED IMC. MISSED APCH PROCS WERE NOT INITIATED BECAUSE WE WERE NOT ON AN APCH SEGMENT AND MSP APCH CTLR RECLRED US TO 3500 FT IMMEDIATELY FOLLOWING GPWS ALERT.

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.