Narrative:

The aircraft was on a modified base between nodiy and condo at 5000 ft MSL. We had just been given an intercept vector for ILS runway 1L and the aircraft was in the turn when a GPWS; terrain; terrain; pull up! Pull up! Alert sounded. (Both pilots had their terrain nd pb's depressed. The first officer later stated he had just noticed terrain painting in the second or 2 prior to the GPWS alert.) toga was immediately selected along with full aft side-stick and the wings were rolled level. The GPWS alert continued to sound for approximately 500 ft of altitude. (The airplane was in confign #1 so the engines had spooled to approach idle and they accelerated to toga power quickly.) night VMC conditions were encountered at 6500 ft MSL and the full power climb was terminated. There was traffic south of our position; on extended final to runway 1L; and we turned 110 degrees to the right to overfly the extended centerline as this had been our original lateral clearance. We contacted ATC several times but were unable to establish positive contact until after leveling at 7000 ft MSL and overflying the final approach course. The flight attendants were contacted and indicated that no one had been injured. The 2 bell alert had been sounded about 2 mins prior to the GPWS warning but the flight attendants had not yet taken their seats. One was pushed down into the jumpseat. The other 2 flight attendants were in the aisle. One was pushed to the floor and began sliding aft but was held in place by passenger; the other remained standing but began sliding aft as well but was able to arrest his slide by grasping a seatback. No passenger or flight attendants reported injuries. We were vectored for a second approach and we were cleared for the approach inside of codno at 7000 ft MSL. The supervising air traffic controller reviewed the radar tapes and stated that they showed our aircraft within the lateral limits of the 5000 ft MVA throughout the event. After the event we contacted maintenance control. After confirming that there was no fault annunciated for the GPWS system no write-up was made. Ensure that crews are trained to move their hand to the speed brake lever immediately following the selection of toga to ensure the spoiler/speed brakes are retracted.

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Original NASA ASRS Text

Title: AN A320 ON A NIGHT VISUAL APPROACH TO LAS 01L RESPONDED TO AN EGPWS 'TERRAIN; TERRAIN; PULL-UP' WHILE INTERCEPTING THE EXTENDED FINAL AT 5000 FT. ATC ADVISED LATER THAT THE AIRCRAFT WAS WITHIN ACCEPTABLE MINIMUM VECTORING LIMITS.

Narrative: THE ACFT WAS ON A MODIFIED BASE BTWN NODIY AND CONDO AT 5000 FT MSL. WE HAD JUST BEEN GIVEN AN INTERCEPT VECTOR FOR ILS RWY 1L AND THE ACFT WAS IN THE TURN WHEN A GPWS; TERRAIN; TERRAIN; PULL UP! PULL UP! ALERT SOUNDED. (BOTH PLTS HAD THEIR TERRAIN ND PB'S DEPRESSED. THE FO LATER STATED HE HAD JUST NOTICED TERRAIN PAINTING IN THE SECOND OR 2 PRIOR TO THE GPWS ALERT.) TOGA WAS IMMEDIATELY SELECTED ALONG WITH FULL AFT SIDE-STICK AND THE WINGS WERE ROLLED LEVEL. THE GPWS ALERT CONTINUED TO SOUND FOR APPROX 500 FT OF ALT. (THE AIRPLANE WAS IN CONFIGN #1 SO THE ENGS HAD SPOOLED TO APCH IDLE AND THEY ACCELERATED TO TOGA PWR QUICKLY.) NIGHT VMC CONDITIONS WERE ENCOUNTERED AT 6500 FT MSL AND THE FULL PWR CLB WAS TERMINATED. THERE WAS TFC S OF OUR POS; ON EXTENDED FINAL TO RWY 1L; AND WE TURNED 110 DEGS TO THE R TO OVERFLY THE EXTENDED CTRLINE AS THIS HAD BEEN OUR ORIGINAL LATERAL CLRNC. WE CONTACTED ATC SEVERAL TIMES BUT WERE UNABLE TO ESTABLISH POSITIVE CONTACT UNTIL AFTER LEVELING AT 7000 FT MSL AND OVERFLYING THE FINAL APCH COURSE. THE FLT ATTENDANTS WERE CONTACTED AND INDICATED THAT NO ONE HAD BEEN INJURED. THE 2 BELL ALERT HAD BEEN SOUNDED ABOUT 2 MINS PRIOR TO THE GPWS WARNING BUT THE FLT ATTENDANTS HAD NOT YET TAKEN THEIR SEATS. ONE WAS PUSHED DOWN INTO THE JUMPSEAT. THE OTHER 2 FLT ATTENDANTS WERE IN THE AISLE. ONE WAS PUSHED TO THE FLOOR AND BEGAN SLIDING AFT BUT WAS HELD IN PLACE BY PAX; THE OTHER REMAINED STANDING BUT BEGAN SLIDING AFT AS WELL BUT WAS ABLE TO ARREST HIS SLIDE BY GRASPING A SEATBACK. NO PAX OR FLT ATTENDANTS RPTED INJURIES. WE WERE VECTORED FOR A SECOND APCH AND WE WERE CLRED FOR THE APCH INSIDE OF CODNO AT 7000 FT MSL. THE SUPERVISING AIR TFC CTLR REVIEWED THE RADAR TAPES AND STATED THAT THEY SHOWED OUR ACFT WITHIN THE LATERAL LIMITS OF THE 5000 FT MVA THROUGHOUT THE EVENT. AFTER THE EVENT WE CONTACTED MAINT CTL. AFTER CONFIRMING THAT THERE WAS NO FAULT ANNUNCIATED FOR THE GPWS SYS NO WRITE-UP WAS MADE. ENSURE THAT CREWS ARE TRAINED TO MOVE THEIR HAND TO THE SPD BRAKE LEVER IMMEDIATELY FOLLOWING THE SELECTION OF TOGA TO ENSURE THE SPOILER/SPD BRAKES ARE RETRACTED.

Data retrieved from NASA's ASRS site as of May 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.