Date: 201602
Local time of day: 0001-0600
Location: LAS.Airport, NV
Flight conditions: VMC
Light: Night
Aircraft: Large Transport
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B LAS
ATC / advisory: TRACON L30
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Returned To Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented
Contributing factors: Environment - Non Weather Related; Procedure; Chart Or Publication; Airspace Structure
Primary problem: Environment - Non Weather Related

Narrative: We were cleared into Las Vegas McCarran Airport via the TYSSN3 arrival. During the arrival we were clear directly to SHAND intersection. Enroute to SHAND; we were subsequently cleared for the visual approach to 25L. During this visual approach the weather conditions were clear; very clear; and visibilities were unlimited. It was one of the clearest nights that I can ever remember. The lights of the city; the airport; all appropriate approach lighting systems including PAPI were clearly visible; as well as all terrain in the area. It was such a clear night that there was virtually nothing that was not observable. Right after we were cleared for the visual approach I set 3;800 in the altitude window to match the altitude for the final approach fix; RELIN. It was here that my FO; being the Pilot Flying (PF); started a slow descent and direct routing for RELIN. Sometime during the slow descent I asked the PF to level off momentarily to avoid a terrain warning. Unfortunately; I asked him to level off just a split second too late and we received an 'ever so momentary' terrain warning. Because it was night when the momentary terrain warning was received; PF immediately started to execute the terrain avoidance maneuver. No sooner had he started to execute the maneuver; the terrain warning disappeared. It's important to emphasize that at no time was the terrain not in sight; and at no time was situational awareness lost. Once the terrain warning went away; PF reestablished a normal visual approach and landing to McCarran Airport; landing on Runway 25L.


Second narrative: While on the TYSSN3 arrival into LAS; we were cleared direct to SHAND waypoint on the ILS 25L and cleared for the visual to 25L. With the autopilot and autothrust on; and runway in sight; I began a turn in NAV mode to SHAND and asked the Pilot Monitoring (PM) to enter the FAF altitude of 3;800 feet and continued an open descent.Just as we were approaching abeam SHAND the PM brought to my attention that the open descent might be too aggressive and I dialed in the descent rate to 0 FPM and leveled off at an altitude of approximately 4;800 feet. I was monitoring the VNAV descent profile marker (blue hockey stick) and while it indicated I would reach RELIN at 3;800 feet on a 3 degree glide path. Shortly after leveling off; a 'TERRAIN; TERRAIN' aural warning went off and I immediately began the terrain escape maneuver per the aircraft Flight Manual (FM). I disengaged the autopilot; began applying TOGA thrust and simultaneously pitched aft stick. As I was doing so; the warning went away after just one aural alert.I climbed through 5;000 feet; and seeing that we were now joining the localizer; on PAPI guidance for 25L; and clear of the terrain conflict; we elected to continue the approach and landed without event; fully stabilized.


Synopsis: An aircraft descended on a visual approach and received a GPWS alert.