Narrative:

We were cleared via the HHOOD2 arrival into pdx. At some point prior to shafr we were given a vector off the arrival direct hanah and a descent clearance to 5300 feet. We had just begun leveling off at 5300 feet when we got a GPWS warning and aural terrain terrain pull up pull up. The first officer called for toga and went full aft stick. The aircraft went from a nose low to a 25 degree nose up attitude and rapidly climbed through 8800 feet. Passing 6800 feet I alerted ATC that we were responding to a ground proximity warning and were in a climb. ATC responded with 'the MVA in that area is 5300 feet. Would you like vectors to descend and re intercept the arrival?' after getting vectors for the descent we were cleared for the ILS and landed uneventfully. Once parked at the gate I spoke with the passengers regarding the 'go around' and went to the hotel. The following day I phoned the portland approach facility and spoke to the manager on duty about the prior night's excitement. He explained that there is a hill 1.7 miles south west of shafr that peaks at 4300 feet. He spoke of the challenges of getting the arrival aircraft down in a timely fashion while still having to maintain the required terrain clearance and that holding us up until past the obstruction resulted in complaints that the aircraft were too high. It is my feeling that in our case it was the early vector off the arrival that brought our path closer to the obstruction and the subsequent descent clearance at a high rate of speed (220-240) that set us up for the GPWS warning. Once triggered we had no option but to respond. My concern is that given the point in time where this event is likely to happen the flight attendants could conceivably still be doing their final preparations for landing and would be at risk of being injured during the pull up. Not to mention the discomfort the passengers would be subject to. I would like to see pdx approach refrain from vectoring aircraft off the HHOOD2 at night and in IMC conditions to minimize the chances of an unnecessary GPWS event.

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Original NASA ASRS Text

Title: A321 Captain reported receiving a GPWS warning on HHOOD2 arrival into PDX. He expressed concern with ATC procedures that could have led to this incident and may lead to similar future events.

Narrative: We were cleared via the HHOOD2 arrival into PDX. At some point prior to SHAFR we were given a vector off the arrival direct HANAH and a descent clearance to 5300 feet. We had just begun leveling off at 5300 feet when we got a GPWS warning and Aural Terrain Terrain Pull Up Pull Up. The first officer called for TOGA and went full aft stick. The aircraft went from a nose low to a 25 degree nose up attitude and rapidly climbed through 8800 feet. Passing 6800 feet I alerted ATC that we were responding to a ground proximity warning and were in a climb. ATC responded with 'the MVA in that area is 5300 feet. Would you like vectors to descend and re intercept the arrival?' After getting vectors for the descent we were cleared for the ILS and landed uneventfully. Once parked at the gate I spoke with the passengers regarding the 'go around' and went to the hotel. The following day I phoned the Portland approach facility and spoke to the manager on duty about the prior night's excitement. He explained that there is a hill 1.7 miles south west of SHAFR that peaks at 4300 feet. He spoke of the challenges of getting the arrival aircraft down in a timely fashion while still having to maintain the required terrain clearance and that holding us up until past the obstruction resulted in complaints that the aircraft were too high. It is my feeling that in our case it was the early vector off the arrival that brought our path closer to the obstruction and the subsequent descent clearance at a high rate of speed (220-240) that set us up for the GPWS warning. Once triggered we had no option but to respond. My concern is that given the point in time where this event is likely to happen the flight attendants could conceivably still be doing their final preparations for landing and would be at risk of being injured during the pull up. Not to mention the discomfort the passengers would be subject to. I would like to see PDX approach refrain from vectoring aircraft off the HHOOD2 at night and in IMC conditions to minimize the chances of an unnecessary GPWS event.

Data retrieved from NASA's ASRS site 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.