Narrative:

The captain (PF) and myself (PNF) were approaching sba from publication in a hawker 800 xp. The turbulence was light to moderate with several areas of heavy rain including one cell about 10 mi west of the airport. Sba approach had vectored us to a right downwind for ILS runway 7. At approximately 8-10 mi from the airport, we were descended from 4000 ft to 3000 ft and given a heading of 050 degrees to intercept the localizer inside the area of heavy precipitation. We descended at about 1500 FPM and turned to intercept. I believe the PF had armed the approach mode and was using airbrakes to expedite the descent for what was becoming a high, tight turn to final. Sba approach descended us to 2000 ft MSL within just a few seconds, cleared us for the approach and handed us off to the tower. To the best of my memory, we flew through the localizer at 3200 ft MSL descending, well above the GS, with the flight director still in heading and the localizer not captured. We continued on this heading until full needle deflection to the right. I then said full deflection or something to that effect and missed approach, since we now seemed far enough off to the left that reestablishing seemed unlikely. I kept repeating, 'missed approach, turn right' until sba ordered an immediate right turn to 120 degrees. I said 120 degrees and said we were going missed. The PF turned back towards the right. The plane crossed over the marker around 2000 ft MSL descending with gear up, flaps up and airbrakes partially deployed. The PF started to gradually feed in power and raise the nose, but we were slow and continuing to descend. I was now yelling, 'power, power!' at about 800-900 ft MSL, I pulled back aggressively on the yoke as the GPWS alerted 'pull up, pull up.' it was not until we started climbing that I noticed the airbrakes were still partially deployed. The PF retracted them and we climbed to 2000 ft on a 120 degree heading. Sba tower asked if we had trouble receiving the localizer as a previously landing hawker had complained about the signal also. I asked for a longer final and a gradual turn on to the localizer. We came back around for a 15 mi final this time flying through moderate rain and +/-10 KTS windshear breaking out at about 300 ft AGL. The cause of the incident was due to fatigue of the pilots at the end of a long day in rough WX and approach control's tight turn to avoid an area of WX which pointed us high and fast right at rapidly rising terrain.

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Original NASA ASRS Text

Title: HAWKER 800 CREW HAD A GPWS 'PULL UP' WARNING AFTER THEY DID NOT INTERCEPT THE LOC ON RWY 7 APCH AT SBA.

Narrative: THE CAPT (PF) AND MYSELF (PNF) WERE APCHING SBA FROM PUB IN A HAWKER 800 XP. THE TURB WAS LIGHT TO MODERATE WITH SEVERAL AREAS OF HVY RAIN INCLUDING ONE CELL ABOUT 10 MI W OF THE ARPT. SBA APCH HAD VECTORED US TO A R DOWNWIND FOR ILS RWY 7. AT APPROX 8-10 MI FROM THE ARPT, WE WERE DSNDED FROM 4000 FT TO 3000 FT AND GIVEN A HDG OF 050 DEGS TO INTERCEPT THE LOC INSIDE THE AREA OF HVY PRECIPITATION. WE DSNDED AT ABOUT 1500 FPM AND TURNED TO INTERCEPT. I BELIEVE THE PF HAD ARMED THE APCH MODE AND WAS USING AIRBRAKES TO EXPEDITE THE DSCNT FOR WHAT WAS BECOMING A HIGH, TIGHT TURN TO FINAL. SBA APCH DSNDED US TO 2000 FT MSL WITHIN JUST A FEW SECONDS, CLRED US FOR THE APCH AND HANDED US OFF TO THE TWR. TO THE BEST OF MY MEMORY, WE FLEW THROUGH THE LOC AT 3200 FT MSL DSNDING, WELL ABOVE THE GS, WITH THE FLT DIRECTOR STILL IN HDG AND THE LOC NOT CAPTURED. WE CONTINUED ON THIS HDG UNTIL FULL NEEDLE DEFLECTION TO THE R. I THEN SAID FULL DEFLECTION OR SOMETHING TO THAT EFFECT AND MISSED APCH, SINCE WE NOW SEEMED FAR ENOUGH OFF TO THE L THAT REESTABLISHING SEEMED UNLIKELY. I KEPT REPEATING, 'MISSED APCH, TURN R' UNTIL SBA ORDERED AN IMMEDIATE R TURN TO 120 DEGS. I SAID 120 DEGS AND SAID WE WERE GOING MISSED. THE PF TURNED BACK TOWARDS THE R. THE PLANE CROSSED OVER THE MARKER AROUND 2000 FT MSL DSNDING WITH GEAR UP, FLAPS UP AND AIRBRAKES PARTIALLY DEPLOYED. THE PF STARTED TO GRADUALLY FEED IN PWR AND RAISE THE NOSE, BUT WE WERE SLOW AND CONTINUING TO DSND. I WAS NOW YELLING, 'PWR, PWR!' AT ABOUT 800-900 FT MSL, I PULLED BACK AGGRESSIVELY ON THE YOKE AS THE GPWS ALERTED 'PULL UP, PULL UP.' IT WAS NOT UNTIL WE STARTED CLBING THAT I NOTICED THE AIRBRAKES WERE STILL PARTIALLY DEPLOYED. THE PF RETRACTED THEM AND WE CLBED TO 2000 FT ON A 120 DEG HDG. SBA TWR ASKED IF WE HAD TROUBLE RECEIVING THE LOC AS A PREVIOUSLY LNDG HAWKER HAD COMPLAINED ABOUT THE SIGNAL ALSO. I ASKED FOR A LONGER FINAL AND A GRADUAL TURN ON TO THE LOC. WE CAME BACK AROUND FOR A 15 MI FINAL THIS TIME FLYING THROUGH MODERATE RAIN AND +/-10 KTS WINDSHEAR BREAKING OUT AT ABOUT 300 FT AGL. THE CAUSE OF THE INCIDENT WAS DUE TO FATIGUE OF THE PLTS AT THE END OF A LONG DAY IN ROUGH WX AND APCH CTL'S TIGHT TURN TO AVOID AN AREA OF WX WHICH POINTED US HIGH AND FAST RIGHT AT RAPIDLY RISING TERRAIN.

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.