A320
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 125; Flight Crew Total 15000; Flight Crew Type 1150
Situational Awareness
Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Human Factors; Procedure
We were established on the Oakes 2 RNAV arrival into OAK and cleared to descend to 4500 ft. Both of us had the Terrain feature selected for the approach and arrival. Approaching PARBB Approach Control asked if we had the airport in sight. We replied no; and continued on the arrival. After Approach asked a second time we replied that we had the field in sight and were subsequently cleared direct to MITOE. I selected direct MITOE and after executing; put 2;000 ft in the altitude window and selected a managed descent knowing there was terrain between us and MITOE. The managed descent was descending at a faster rate than I thought was prudent; so I then selected a more gradual rate of descent using Vertical Speed. We continued watching the terrain both outside (Visually) and on the inside (EGPWS) display.While in the descent we received a terrain ahead warning. We had already begun to reduce our descent rate to MITOE and noticed the terrain display warning as well as visually identifying the terrain. Nonetheless; we reduced the descent rate again and leveled off the aircraft to avoid a terrain conflict; during this time the First Officer retracted the speed brakes. At this time we observed a momentary master warning light illuminate with 'Terrain Ahead; Pull Up' (I'm not certain this was the light as it was momentary; but in hindsight it must have been); I then added power to initiate a climb away from the terrain threat. All warnings disappeared almost instantly and after determining both visually outside and inside with reference to the EGPWS we were clear of all terrain we continued to a normal landing. It is significant to note that both I and the First Officer were aware of where the terrain was in relation to the aircraft and received no query from ATC as to our altitude. We both commented about how strange that was given that we knew we were in an area of known terrain and had been cleared for the visual approach we had expected that ATC would be monitoring us as well and give us a 'low altitude alert' call in addition to our onboard warning system. Nevertheless; we reacted to the warning in a measured response given the fact that we both had the terrain in sight and were just passing the ridgeline as the warnings occurred.
A320 Captain reported climbing in response to a GPWS terrain warning on a night visual approach to OAK.