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A320 flight crew experiences a GPWS terrain warning at 5000 feet during vectors to oak. The crew takes evasive action and informs ATC.
| Attributes | |
| ACN | 869702 |
| Time | |
| Date | 201001 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | OAK.Airport |
| State Reference | CA |
| Environment | |
| Flight Conditions | IMC |
| Aircraft 1 | |
| Make Model Name | A320 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | GPWS |
| Person 1 | |
| Function | Pilot Flying First Officer |
| Experience | Flight Crew Last 90 Days 180 Flight Crew Total 12500 Flight Crew Type 3200 |
| Person 2 | |
| Function | Pilot Not Flying Captain |
| Experience | Flight Crew Last 90 Days 160 Flight Crew Total 10000 Flight Crew Type 4000 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe |
Narrative:
I was the flying pilot. Shortly after crossing the eca VOR; we were given radar vectors off of the arrival; and a descent clearance to 8000 feet. The vectors took us directly over the byron (identifier C83) airport; and generally toward mt. Diablo. We then entered IMC. As briefed in the approach briefing; the MSA for our sector was 5100 feet; with mt. Diablo at an elevation of +-3900 feet. We were cleared and descended to 5000 ft; and began to slow from 250 KIAS to 200 KIAS as we were approaching the sfo class B airspace boundary. Both the captain and I had our navigation displays set to weather radar as we entered into light rain showers. I temporarily set my navigation display back to terrain to see if it would 'paint' mt. Diablo; (which it did not); and then switched back to weather. Shortly after switching back to weather; we received a GPWS 'terrain; terrain; pull-up; pull-up.' by the second 'pull-up'; I had initiated the GPWS terrain escape maneuver (as outlined in the flight manual); and concurrently the captain advised norcal approach that we were climbing due to the GPWS terrain warning. The warning ceased almost immediately after the initiation of the climb. Norcal approach re-cleared us; when able; to descend to 4000 feet. Recovery from the climb started at about 6000 feet; and (to my recollection) never exceeded 7000 feet; at which point we began a slow descent back down to 4000 feet. During the descent back to 4000 feet; I re-engaged the autopilot and autothrust. At this point we were approximately on the oak VOR 015 at 15DME. We broke out into VMC shortly thereafter; continued to get vectors onto the localizer for the oak ILS 11; and made an uneventful visual approach and landing. The hardest part of the whole event; was trying not to keep thinking about what just happened (GPWS warning); but to focus on what still needed to be done (approach and landing). The captain did a great job of communicating with ATC; verifying our clearances and status of aircraft configuration with regard to autofight; position etc. With me. There was no other mention of the event by ATC.
Original NASA ASRS Text
Title: A320 Flight Crew experiences a GPWS terrain warning at 5000 feet during vectors to OAK. The Crew takes evasive action and informs ATC.
Narrative: I was the Flying Pilot. Shortly after crossing the ECA VOR; we were given radar vectors off of the arrival; and a descent clearance to 8000 feet. The vectors took us directly over the Byron (identifier C83) airport; and generally toward Mt. Diablo. We then entered IMC. As briefed in the approach briefing; the MSA for our sector was 5100 feet; with Mt. Diablo at an elevation of +-3900 feet. We were cleared and descended to 5000 ft; and began to slow from 250 KIAS to 200 KIAS as we were approaching the SFO Class B airspace boundary. Both the Captain and I had our NAV Displays set to Weather Radar as we entered into light rain showers. I temporarily set my NAV Display back to Terrain to see if it would 'paint' Mt. Diablo; (which it did not); and then switched back to Weather. Shortly after switching back to Weather; we received a GPWS 'Terrain; Terrain; Pull-up; Pull-up.' By the second 'Pull-up'; I had initiated the GPWS Terrain escape maneuver (as outlined in the Flight Manual); and concurrently the Captain advised NorCal Approach that we were climbing due to the GPWS Terrain warning. The warning ceased almost immediately after the initiation of the climb. NorCal Approach re-cleared us; when able; to descend to 4000 feet. Recovery from the climb started at about 6000 feet; and (to my recollection) never exceeded 7000 feet; at which point we began a slow descent back down to 4000 feet. During the descent back to 4000 feet; I re-engaged the autopilot and autothrust. At this point we were approximately on the OAK VOR 015 at 15DME. We broke out into VMC shortly thereafter; continued to get vectors onto the localizer for the OAK ILS 11; and made an uneventful visual approach and landing. The hardest part of the whole event; was trying not to keep thinking about what just happened (GPWS Warning); but to focus on what still needed to be done (approach and landing). The Captain did a great job of communicating with ATC; verifying our clearances and status of aircraft configuration with regard to autofight; position etc. with me. There was no other mention of the event by ATC.
Data retrieved from NASA's ASRS site as of April 2012 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.