Narrative:

While flying the ILS Z to runway 36 we received a GPWS warning while flying the segment from D210G to C136. The altitude set in the altitude window on the MCP was 10500. At approximately 11;500 feet; the airplane went from VNAV path to altitude capture and the throttles started to increase power. The aircraft speed was approximately 193 knots. I thought that by pressing the flight level change button on the MCP that I could get the airplane to continue the descent to the FAF of 10500 and cause the throttles to retard. The plane continued to descend and at approximately 10800 we experienced a terrain warning. The GPWS response was accomplished as per the QRH. As the aircraft was stable and we were clearly in a position to continue the approach. I asked the captain if he wanted to continue the approach or go around. The app mode was selected on the MCP and glideslope was captured. The remainder of the approach was uneventful.I believe that the reason we had a terrain warning was that the airspeed was excessive and the correlating rate of descent met the parameters required to cause a GPWS warning. The approach had been thoroughly briefed and the qit VOR had been crossed at 220 KIAS and at 18;000 feet. In addition; the arc had been intercepted at an airspeed of 165 KIAS with the flaps set at 20. The autopilot was engaged and was in VNAV path for the entire arc; but the airspeed increased approximate 10-15 knots above the max airspeed of 180 knots during the final portion of the arc. The captain noted the excessive airspeed and the speedbrake was subsequently fully deployed. We were in IMC conditions at night. Suggest putting gear down in addition to flaps 20 on the arc segment.on the final segment leading to the localizer; the GPWS warning system provided a warning of terrain terrain pull up. At that time; the speedbrake was fully deployed. I disconnected the autopilot and autothrottles; increased power and retracted the speedbrake and rotated the nose to approximately 20 deg nose up. We only climb a couple of hundred feet from approximately 10;800 feet to 11;000 when all indications of the egpws system ceased. We confirmed our aircraft was in a safe position and elected to continue the approach.

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Original NASA ASRS Text

Title: Air carrier flight crew reported evasive action to a momentary EGPWS TERRAIN TERRAIN PULL UP as a result of a slightly excessive descent rate.

Narrative: While flying the ILS Z to Runway 36 we received a GPWS warning while flying the segment from D210G to C136. The altitude set in the Altitude Window on the MCP was 10500. At approximately 11;500 feet; the airplane went from VNAV Path to Altitude Capture and the throttles started to increase power. The aircraft speed was approximately 193 Knots. I thought that by pressing the Flight Level Change button on the MCP that I could get the airplane to continue the descent to the FAF of 10500 and cause the throttles to retard. The plane continued to descend and at approximately 10800 we experienced a Terrain warning. The GPWS Response was accomplished as per the QRH. As the aircraft was stable and we were clearly in a position to continue the approach. I asked the Captain if he wanted to continue the approach or go around. The APP Mode was selected on the MCP and Glideslope was captured. The remainder of the approach was uneventful.I believe that the reason we had a terrain warning was that the airspeed was excessive and the correlating rate of descent met the parameters required to cause a GPWS warning. The approach had been thoroughly briefed and the QIT VOR had been crossed at 220 KIAS and at 18;000 feet. In addition; the arc had been intercepted at an airspeed of 165 KIAS with the flaps set at 20. The autopilot was engaged and was in VNAV Path for the entire arc; but the airspeed increased approximate 10-15 knots above the max airspeed of 180 knots during the final portion of the arc. The captain noted the excessive airspeed and the speedbrake was subsequently fully deployed. We were in IMC conditions at night. Suggest putting gear down in addition to flaps 20 on the arc segment.On the final segment leading to the localizer; the GPWS warning system provided a warning of TERRAIN TERRAIN PULL UP. At that time; the speedbrake was fully deployed. I disconnected the autopilot and autothrottles; increased power and retracted the speedbrake and rotated the nose to approximately 20 deg nose up. We only climb a couple of hundred feet from approximately 10;800 feet to 11;000 when all indications of the EGPWS system ceased. We confirmed our aircraft was in a safe position and elected to continue the approach.

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.