DC10-30 crew got a GPWS terrain warning and simultaneously was issued an MSAW alert.

Attributes
ACN	576513
Time
Date	200303
Day	Sun
Local Time Of Day	0001 To 0600
Place
Locale Reference	navaid : las.vortac
State Reference	NV
Altitude	msl single value : 6100
Environment
Flight Conditions	Mixed
Light	Dawn
Aircraft 1
Controlling Facilities	tracon : l30.tracon
Operator	common carrier : air carrier
Make Model Name	DC-10 30
Operating Under FAR Part	Part 121
Flight Phase	descent : approach descent : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 2000 flight time total : 14000 flight time type : 3000
ASRS Report	576513
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	altitude deviation : overshoot non adherence : far non adherence : company policies non adherence : published procedure other spatial deviation
Independent Detector	atc equipment : msaw atc equipment other atc equipment : radar aircraft equipment : gpws other controllera other flight crewa other flight crewb
Resolutory Action	controller : issued alert flight crew : took evasive action flight crew : became reoriented
Supplementary
Problem Areas	Flight Crew Human Performance FAA Company
Primary Problem	Flight Crew Human Performance

Narrative:

Level at 6100 ft MSL approaching boulder city VORTAC, GPWS activated. Simultaneously, ATC advised to check altitude. We spotted top of terrain through break in overcast. ATC advised altimeter setting of 29.66. We had set 29.96, which would place us 300 ft lower than indicated. Contributing factors: 1) crew fatigue. We had less than 3 hours sleep in previous 24 hours, time of day was XA30. 2) when I listened to ATIS, tape quality sounded poor. Flight engineer wrote down altimeter setting on card and crew set all 3 altimeters to incorrect setting. 3) possibility that ATIS was recorded in error. New ATIS made after landing. 4) crew familiarity with route. GPWS alerts very common when vectored to boulder city VOR and we tend to ignore GPWS warning. The major cause was fatigue. Must we crash and kill 350 people to get the FAA to update flight and duty time rules for international supplemental operations?

Original NASA ASRS Text

Title: DC10-30 CREW GOT A GPWS TERRAIN WARNING AND SIMULTANEOUSLY WAS ISSUED AN MSAW ALERT.

Narrative: LEVEL AT 6100 FT MSL APCHING BOULDER CITY VORTAC, GPWS ACTIVATED. SIMULTANEOUSLY, ATC ADVISED TO CHK ALT. WE SPOTTED TOP OF TERRAIN THROUGH BREAK IN OVCST. ATC ADVISED ALTIMETER SETTING OF 29.66. WE HAD SET 29.96, WHICH WOULD PLACE US 300 FT LOWER THAN INDICATED. CONTRIBUTING FACTORS: 1) CREW FATIGUE. WE HAD LESS THAN 3 HRS SLEEP IN PREVIOUS 24 HRS, TIME OF DAY WAS XA30. 2) WHEN I LISTENED TO ATIS, TAPE QUALITY SOUNDED POOR. FE WROTE DOWN ALTIMETER SETTING ON CARD AND CREW SET ALL 3 ALTIMETERS TO INCORRECT SETTING. 3) POSSIBILITY THAT ATIS WAS RECORDED IN ERROR. NEW ATIS MADE AFTER LNDG. 4) CREW FAMILIARITY WITH RTE. GPWS ALERTS VERY COMMON WHEN VECTORED TO BOULDER CITY VOR AND WE TEND TO IGNORE GPWS WARNING. THE MAJOR CAUSE WAS FATIGUE. MUST WE CRASH AND KILL 350 PEOPLE TO GET THE FAA TO UPDATE FLT AND DUTY TIME RULES FOR INTL SUPPLEMENTAL OPS?

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.