Narrative:

We had been cleared for a visual approach to runway 27 at san. This after initially arriving via the baret four arrival SID. Night and severe clear. Initially we were given a clearance to proceed direct to swatt intersection and intercept the localizer. Subsequently we received (accepted) a visual approach clearance. The captain (the PF) elected to remain on the direct to swatt track (ie; we'll just remain on this heading until we intercept). The captain called for the altitude to be set to 3600 ft for swatt. I set this in the FCU window. As we descended through about 5000 ft I stated that the current heading would take us over some terrain and obstacles that are charted at 2791 ft. These features were visual and at 12 O'clock position. There is terrain with radio towers situated on top. At about 4500 ft the captain decreased the rate of descent; and at about 4000 ft the descent rate was minimal -- maybe 200 FPM down. The egpws display was displaying light green -- corresponding to the terrain ahead. As the aircraft passed over the top of the obstacles we received a GPWS mode 2A warning: 'terrain; terrain...pull up; pull up.' the captain applied toga power and began a pitch up. Almost immediately the warning ceased -- and the warning lights extinguished. The aircraft had really not even responded (yet) to the commanded maneuver (ie; it happened so fast beginning to end). The captain retarded the throttles and we proceeded to a successful visual approach and landing. I believe that the rate of closure with the rising terrain -- though not in our actual flight path -- generated the GPWS warning.

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Original NASA ASRS Text

Title: AIRBUS FLT CREW HAS A EGPWS 'TERRAIN' WARNING DURING VISUAL APCH TO SAN.

Narrative: WE HAD BEEN CLRED FOR A VISUAL APCH TO RWY 27 AT SAN. THIS AFTER INITIALLY ARRIVING VIA THE BARET FOUR ARR SID. NIGHT AND SEVERE CLR. INITIALLY WE WERE GIVEN A CLRNC TO PROCEED DIRECT TO SWATT INTXN AND INTERCEPT THE LOC. SUBSEQUENTLY WE RECEIVED (ACCEPTED) A VISUAL APCH CLRNC. THE CAPT (THE PF) ELECTED TO REMAIN ON THE DIRECT TO SWATT TRACK (IE; WE'LL JUST REMAIN ON THIS HDG UNTIL WE INTERCEPT). THE CAPT CALLED FOR THE ALT TO BE SET TO 3600 FT FOR SWATT. I SET THIS IN THE FCU WINDOW. AS WE DSNDED THROUGH ABOUT 5000 FT I STATED THAT THE CURRENT HDG WOULD TAKE US OVER SOME TERRAIN AND OBSTACLES THAT ARE CHARTED AT 2791 FT. THESE FEATURES WERE VISUAL AND AT 12 O'CLOCK POS. THERE IS TERRAIN WITH RADIO TWRS SITUATED ON TOP. AT ABOUT 4500 FT THE CAPT DECREASED THE RATE OF DSCNT; AND AT ABOUT 4000 FT THE DSCNT RATE WAS MINIMAL -- MAYBE 200 FPM DOWN. THE EGPWS DISPLAY WAS DISPLAYING LIGHT GREEN -- CORRESPONDING TO THE TERRAIN AHEAD. AS THE ACFT PASSED OVER THE TOP OF THE OBSTACLES WE RECEIVED A GPWS MODE 2A WARNING: 'TERRAIN; TERRAIN...PULL UP; PULL UP.' THE CAPT APPLIED TOGA PWR AND BEGAN A PITCH UP. ALMOST IMMEDIATELY THE WARNING CEASED -- AND THE WARNING LIGHTS EXTINGUISHED. THE ACFT HAD REALLY NOT EVEN RESPONDED (YET) TO THE COMMANDED MANEUVER (IE; IT HAPPENED SO FAST BEGINNING TO END). THE CAPT RETARDED THE THROTTLES AND WE PROCEEDED TO A SUCCESSFUL VISUAL APCH AND LNDG. I BELIEVE THAT THE RATE OF CLOSURE WITH THE RISING TERRAIN -- THOUGH NOT IN OUR ACTUAL FLT PATH -- GENERATED THE GPWS WARNING.

Data retrieved from NASA's ASRS site as of January 2009 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.