Narrative:

I was the pilot flying as first officer; and the ca was pilot monitoring on our final leg to sna. Prior to our initial descent into sna we had conducted a thorough arrival and approach briefing which reviewed the terrain located in the vicinity of the final approach course; and also GPWS cautions and warnings (as well as the appropriate recoveries to me made in the event of a GPWS caution or warning). The ca has also commented that with the new dsnee routing careful caution should be made to the rate of descent; as a high rate of descent could cause GPWS alert. We were cleared for a visual approach to runway 20R at sna and I had asked the ca to extend bonke in the FMGC. I maneuvered the aircraft in heading mode just outside of lemon intersection. The ca set 2200 as the MSA at lemon; as we continued our descent; I shifted my heading about 5 degrees (still inside bonke); just as the altitude displayed; a 'terrain; terrain' warning sounded momentarily. We both had visual of the terrain; and also noted the radar altimeter reflecting a positive trend as we continued the approach. After a successful approach the ca and I debriefed the event at the gate. We should have set 2800 as our altitude in the FCU as my intercept angle to the final approach had changed by a few degrees vs the lower 2200 at lemon. This was a positive learning experience; especially as a new first officer.

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Original NASA ASRS Text

Title: A320 flight crew reported a terrain warning during a day visual approach to Runway 20R at SNA and continued the approach to landing while the terrain warning quickly silenced.

Narrative: I was the Pilot Flying as FO; and the CA was Pilot Monitoring on our final leg to SNA. Prior to our initial descent into SNA we had conducted a thorough arrival and approach briefing which reviewed the terrain located in the vicinity of the final approach course; and also GPWS cautions and warnings (as well as the appropriate recoveries to me made in the event of a GPWS caution or warning). The CA has also commented that with the new DSNEE routing careful caution should be made to the rate of descent; as a high rate of descent could cause GPWS alert. We were cleared for a visual approach to runway 20R at SNA and I had asked the CA to extend BONKE in the FMGC. I maneuvered the aircraft in heading mode just outside of LEMON intersection. The CA set 2200 as the MSA at LEMON; as we continued our descent; I shifted my heading about 5 degrees (still inside BONKE); just as the ALT displayed; a 'terrain; terrain' warning sounded momentarily. We both had visual of the terrain; and also noted the Radar Altimeter reflecting a positive trend as we continued the approach. After a successful approach the CA and I debriefed the event at the gate. We should have set 2800 as our ALT in the FCU as my intercept angle to the final approach had changed by a few degrees vs the lower 2200 at LEMON. This was a positive learning experience; especially as a new FO.

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.