Narrative:

As the pilot flying; I was cleared off the OAKES2 arrival and cleared direct to mitoe initially to 6000 ft for the visually approach to rwy 30. Approach then cleared us to 4000 ft and said the airport was at 1 o'clock. We reported the airport in sight. After reporting the field in sight; ATC cleared us for the visual approach to rwy 30. The WX was clear and the visibility was unrestricted. I flew the approach with terrain mode selected on the radar and was aware of the terrain southeast of final approach course to rwy 30 (as noted also in the 10-10 page). I used flch for the descent mode upon being cleared direct to mitoe and no longer on the arrival into oakland. The descent rate was approximately 1000-1500 FPM and I was slowing/configuring the aircraft as we approached 5NM from mitoe. During the descent; I was monitoring the 'green arc' and clearing visually to ensure I was clear of the terrain while trying to achieve a 2000 ft MSL level-off at mitoe. I also had the ILS selected to back-up the approach; aid in the intercept and aid in the descent to rwy 30. Approximately; 2.5 NM from mitoe; we received a momentary GPWS 'terrain' warning as we passed over the terrain southeast of the approach course on an intercept heading to mitoe. Upon hearing the warning; I took positive immediate corrective action by disconnecting the autopilot and arresting my descent. Because the GPWS warning was momentary; by the time I disconnected the autopilot and arrested the descent; the warning ceased and we were clear of the terrain. The altitude in the radar altimeter was increasing and we were still stabilized approaching mitoe. I elected to cease the maneuver and continue normal flight profile for the approach. As we intercepted final approach at mitoe; we were configured; on speed and slightly above glide path (with reference to the ILS). I intercepted glide path just past mitoe and was stabilized for the approach. We landed at oakland with no further incident. With reference to the CFIT escape; a full maneuver was not accomplished. Due to the terrain in question and flight profile; upon disconnecting the autopilot and arresting the descent the warning ceased. The GPWS warning was momentary in nature. We were clear of terrain and still within safe parameters to continue the visual approach. I elected to cease the maneuver and continue the flight profile for the approach. At no time did the radar display any 'yellow' or 'red' indications for terrain and we had the ridge line insight. The lesson learned from this event is often times ATC will clear you for the visual approach when WX conditions are favorable. I could have modified my approach to intercept final further out allowing me to maintain a higher altitude over the terrain and still maintain stabilized parameters for the approach. However; due to other factors involved (note in the 10-10 page about terrain; night conditions; etc.); it would have been best remain on the arrival and ILS approach to avoid the terrain altogether.

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Original NASA ASRS Text

Title: B767 flight were experienced a GPWS terrain warning during a night visual approach to Runway 30 at OAK. The crew was on the OAKES2 Arrival; had been cleared direct MITOE; and cleared for the visual; but did not stay with the OAKES crossing restrictions. The warning was momentary and the terrain avoidance maneuver was barely started when the warning ceased.

Narrative: As the pilot flying; I was cleared off the OAKES2 arrival and cleared direct to MITOE initially to 6000 ft for the visually approach to Rwy 30. Approach then cleared us to 4000 ft and said the airport was at 1 o'clock. We reported the airport in sight. After reporting the field in sight; ATC cleared us for the visual approach to Rwy 30. The WX was clear and the visibility was unrestricted. I flew the approach with Terrain mode selected on the radar and was aware of the terrain southeast of final approach course to Rwy 30 (as noted also in the 10-10 page). I used FLCH for the descent mode upon being cleared direct to MITOE and no longer on the arrival into Oakland. The descent rate was approximately 1000-1500 FPM and I was slowing/configuring the aircraft as we approached 5NM from MITOE. During the descent; I was monitoring the 'green arc' and clearing visually to ensure I was clear of the terrain while trying to achieve a 2000 ft MSL level-off at MITOE. I also had the ILS selected to back-up the approach; aid in the intercept and aid in the descent to Rwy 30. Approximately; 2.5 NM from MITOE; we received a momentary GPWS 'Terrain' warning as we passed over the terrain southeast of the approach course on an intercept heading to MITOE. Upon hearing the warning; I took positive immediate corrective action by disconnecting the autopilot and arresting my descent. Because the GPWS warning was momentary; by the time I disconnected the autopilot and arrested the descent; the warning ceased and we were clear of the terrain. The altitude in the radar altimeter was increasing and we were still stabilized approaching MITOE. I elected to cease the maneuver and continue normal flight profile for the approach. As we intercepted final approach at MITOE; we were configured; on speed and slightly above glide path (with reference to the ILS). I intercepted glide path just past MITOE and was stabilized for the approach. We landed at Oakland with no further incident. With reference to the CFIT escape; a full maneuver was not accomplished. Due to the terrain in question and flight profile; upon disconnecting the autopilot and arresting the descent the warning ceased. The GPWS warning was momentary in nature. We were clear of terrain and still within safe parameters to continue the visual approach. I elected to cease the maneuver and continue the flight profile for the approach. At no time did the radar display any 'yellow' or 'red' indications for terrain and we had the ridge line insight. The lesson learned from this event is often times ATC will clear you for the visual approach when WX conditions are favorable. I could have modified my approach to intercept final further out allowing me to maintain a higher altitude over the terrain and still maintain stabilized parameters for the approach. However; due to other factors involved (note in the 10-10 page about terrain; night conditions; etc.); it would have been best remain on the arrival and ILS approach to avoid the terrain altogether.

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.