Narrative:

Approach control had asked us if we could see the airport about 10 miles to our north. I told him we needed space to get down. We were instructed to turn to heading 090. A minute later; we were cleared to maneuver as needed for the visual approach to 33. We were somewhere between 4;000 and 7;000 feet descending through visual conditions. I told my first officer to fly past the extended centerline and come back since we needed a little bit more time to get down. He made that one 's-turn' then centered himself back onto the extended centerline. The snowflake in the FMS was starting to come alive from the bottom. Visually; we were in great shape. The GPS 33 was loaded in the FMS for situational awareness as well since the ILS 33 was out of service. Suddenly; we got a GPWS warning for 'terrain terrain pull up.' it confused us both as we could see that we were above all obstacles and terrain while transitioning towards 1;000 feet per minute well above 1;000 AGL. I helped the first officer begin his pull up to clear the conflict. Once clear; we continued the approach to land without any issues. After landing; I did notice that if the ILS glide path was operating; it has a 3.2 degree descent angle rather than the standard 3.0 a normal ILS has or standard FMS descent angle.in IMC; we absolutely would have gone around per our company sops not being able to see the ground. In this case; flying past the approach course over a small valley turning back towards the airport and descending towards rising terrain the GPWS was set off; however; both of us believed our actions were sufficient to clear the conflict safely without a go around procedure. In the future; I will ask for an instrument approach procedure to avoid any possible safety issue.

Related reports:

Google
 

Original NASA ASRS Text

Title: Air carrier Captain reported continuing the visual approach to BTV Runway 33 after receiving a GPWS terrain warning because all terrain was in sight.

Narrative: Approach Control had asked us if we could see the airport about 10 miles to our north. I told him we needed space to get down. We were instructed to turn to heading 090. A minute later; we were cleared to maneuver as needed for the visual approach to 33. We were somewhere between 4;000 and 7;000 feet descending through visual conditions. I told my First Officer to fly past the extended centerline and come back since we needed a little bit more time to get down. He made that one 's-turn' then centered himself back onto the extended centerline. The snowflake in the FMS was starting to come alive from the bottom. Visually; we were in great shape. The GPS 33 was loaded in the FMS for situational awareness as well since the ILS 33 was out of service. Suddenly; we got a GPWS warning for 'terrain terrain pull up.' It confused us both as we could see that we were above all obstacles and terrain while transitioning towards 1;000 feet per minute well above 1;000 AGL. I helped the First Officer begin his pull up to clear the conflict. Once clear; we continued the approach to land without any issues. After landing; I did notice that if the ILS glide path was operating; it has a 3.2 degree descent angle rather than the standard 3.0 a normal ILS has or standard FMS descent angle.In IMC; we absolutely would have gone around per our company SOPs not being able to see the ground. In this case; flying past the approach course over a small valley turning back towards the airport and descending towards rising terrain the GPWS was set off; however; both of us believed our actions were sufficient to clear the conflict safely without a go around procedure. In the future; I will ask for an instrument approach procedure to avoid any possible safety issue.

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.