Narrative:

Upon checking in with approach control; we were told to descend to 7;000 ft; approaching FL100 and slowing to 250 KTS. We were then instructed to slow to 220 KTS; descend to 3;000 ft and altimeter 1032HP. Focusing on the continuous descent approach (cda); and making sure we complied with noise abatement arrival procedures; we had the opportunity to reset altimeter to 1032HP; but missed the opportunity. Passing FL080; we were told 21 track miles to touch down and asked if that would be sufficient. We were satisfied with that profile and continued the descent. Approximately 3 heading changes were given to prior to intercepting the localizer. At this point; we missed setting qnh to 1032HP as we passed transition. While on the cda profile going through about 5;000 ft; we were cleared to intercept the localizer and cleared the approach. We were about a dot high glide slope deflection; reducing airspeed; and configuring on schedule for stable approach criteria. All three crewmembers became fixated on the glide slope indicator appearing to be showing on glide slope; but fmas did not show captured which further hampered us from catching the qnh discrepancy. The glide slope was captured at approximately 6 miles where we subsequently transitioned to VMC conditions and was maintained until a 'terrain; terrain; pull up' warning at 3 miles and immediate go around was initiated. On go around; after switching to approach control; they confirmed our altimeter of 1032HP at which time we recognized our error. Vector back to [runway] and landed uneventfully.

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Original NASA ASRS Text

Title: A B767-300 crew on an ILS at a foreign airport failed to set QNH and; following an EGPWS TERRAIN warning; executed a go around at which time ATC's altimeter question lead them to discover the error.

Narrative: Upon checking in with Approach Control; we were told to descend to 7;000 FT; approaching FL100 and slowing to 250 KTS. We were then instructed to slow to 220 KTS; descend to 3;000 FT and altimeter 1032HP. Focusing on the Continuous Descent Approach (CDA); and making sure we complied with noise abatement arrival procedures; we had the opportunity to reset altimeter to 1032HP; but missed the opportunity. Passing FL080; we were told 21 track miles to touch down and asked if that would be sufficient. We were satisfied with that profile and continued the descent. Approximately 3 heading changes were given to prior to intercepting the localizer. At this point; we missed setting QNH to 1032HP as we passed transition. While on the CDA profile going through about 5;000 FT; we were cleared to intercept the localizer and cleared the approach. We were about a dot high glide slope deflection; reducing airspeed; and configuring on schedule for stable approach criteria. All three crewmembers became fixated on the glide slope indicator appearing to be showing on glide slope; but FMAs did not show captured which further hampered us from catching the QNH discrepancy. The glide slope was captured at approximately 6 miles where we subsequently transitioned to VMC conditions and was maintained until a 'TERRAIN; TERRAIN; PULL UP' warning at 3 miles and immediate go around was initiated. On go around; after switching to Approach Control; they confirmed our altimeter of 1032HP at which time we recognized our error. Vector back to [runway] and landed uneventfully.

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.