A B757 responded to an egpws on the tus runway 11L localizer when they descended below 5500 ft outsi...

Narrative:

Arriving into the tus area on the dingo 5 arrival; we were told to contact tus approach control. Initial contact with approach control was made with the aircraft at 11;000 ft and in level flight. Approach control told us to expect the approach to runway 11L. The approach briefing and the approach checklist had been completed. Both pilots had the terrain feature selected on the egpws. Somewhere in the vicinity of dingo; approach cleared us direct to the calls intersection which is located 2.3 NM from the FAF. My recollection is that the clearance direct to calls intersection gave us about a 15 degree convergence to the localizer; from the west side of the localizer. We were cleared to 8;000 ft. Shortly thereafter; we were given a descent to 6;000 ft. After reaching 6;000 ft we were asked if we had the airport in sight. I responded in the affirmative; after verifying that with the first officer that he had the airport in sight. Approach then cleared us for the visual approach. The first officer asked for 5;000 ft to be put in the MCP altitude window; which I did. I think we were about 6-7 miles from calls intersection when flight level change was selected for the descent to 5;000 ft. At about 5;400 ft MSL; we received an egpws terrain warning. We complied with the appropriate recovery procedure. Warning ceased almost immediately. Aircraft was leveled at about 6;000 ft. Approach was continued and landing completed. During approach briefing; terrain in area was discussed and that the highest terrain was north of the airport and not relevant to the direction we were approaching the airport from. Not until afterwards did I realize that the terrain height outside wason intersection was annotated on the approach chart. This terrain was between our position and the calls intersection. Since we were not on the localizer; we overlooked the altitude requirement of 5;500 ft at the wason intersection. It would be helpful if terrain located on or near the approach path were easier to see (larger font). In the future; I will not accept visual approach into airports with surrounding high terrain until established on a segment of the approach.

Original NASA ASRS Text

Title: A B757 responded to an EGPWS on the TUS Runway 11L localizer when they descended below 5500 FT outside of CALLS Intersection on a night visual approach. The ILS glide slope was NOTAM'ed inoperable.

Narrative: Arriving into the TUS area on the DINGO 5 arrival; we were told to contact TUS Approach Control. Initial contact with Approach Control was made with the aircraft at 11;000 FT and in level flight. Approach Control told us to expect the approach to Runway 11L. The approach briefing and the approach checklist had been completed. Both pilots had the terrain feature selected on the EGPWS. Somewhere in the vicinity of DINGO; Approach cleared us direct to the CALLS Intersection which is located 2.3 NM from the FAF. My recollection is that the clearance direct to CALLS Intersection gave us about a 15 degree convergence to the LOC; from the west side of the LOC. We were cleared to 8;000 FT. Shortly thereafter; we were given a descent to 6;000 FT. After reaching 6;000 FT we were asked if we had the airport in sight. I responded in the affirmative; after verifying that with the First Officer that he had the airport in sight. Approach then cleared us for the visual approach. The First Officer asked for 5;000 FT to be put in the MCP altitude window; which I did. I think we were about 6-7 miles from CALLS Intersection when flight level change was selected for the descent to 5;000 FT. At about 5;400 FT MSL; we received an EGPWS terrain warning. We complied with the appropriate recovery procedure. Warning ceased almost immediately. Aircraft was leveled at about 6;000 FT. Approach was continued and landing completed. During approach briefing; terrain in area was discussed and that the highest terrain was north of the airport and not relevant to the direction we were approaching the airport from. Not until afterwards did I realize that the terrain height outside WASON Intersection was annotated on the approach chart. This terrain was between our position and the CALLS Intersection. Since we were not on the LOC; we overlooked the altitude requirement of 5;500 FT at the WASON Intersection. It would be helpful if terrain located on or near the approach path were easier to see (larger font). In the future; I will not accept visual approach into airports with surrounding high terrain until established on a segment of the approach.

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.

Attributes
ACN	820803
Time
Date	200901
Local Time Of Day	1201-1800
Place
Locale Reference	TUS.Airport
State Reference	AZ
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Route In Use	Visual Approach
Flight Plan	IFR
Person 1
Function	Pilot Not Flying Captain
Experience	Flight Crew Last 90 Days 80 Flight Crew Total 21000 Flight Crew Type 7500
Person 2
Function	Pilot Flying First Officer
Experience	Flight Crew Last 90 Days 75 Flight Crew Total 8500 Flight Crew Type 3500
Events
Anomaly	Deviation - Altitude Crossing Restriction Not Met Deviation - Procedural Published Material / Policy Inflight Event / Encounter CFTT / CFIT

A B757 responded to an egpws on the tus runway 11L localizer when they descended below 5500 ft outside of calls intersection on a night visual approach. The ILS glide slope was NOTAM'ed inoperable.