Air carrier flight crew flying a visual approach at night into an unfamiliar airport received a ground proximity warning. Flight crew climbed up several thousand feet then resumed the descent on approach.
Synopsis
Air carrier flight crew flying a visual approach at night into an unfamiliar airport received a ground proximity warning. Flight crew climbed up several thousand feet then resumed the descent on approach.
Narrative
I was the pilot flying and set up the arrival to the ILS XXR at ZZZ. The company pages mentioned nothing abnormal regarding terrain or the arrival; however we briefed high terrain and night as potential threats. I planned to mitigate these threats by flying the published arrival to the published ILS approach. I was slightly surprised that there were no altitude restrictions published for the STAR; particularly due to the high terrain. When we were still about 50 miles from even starting the published STAR at ZZZ1; the Center Controller told us to fly present heading and descend to 14;000'; vectors to final. Since he was setting us up for vectors to final; I reloaded the approach; no STAR; and the ZZZZZ transition to the ILS XXR. I then extended the final approach course off ZZZZZ. We intercepted the final course and the Controller advised us "due to MVA" it would be another 3 miles or so before he could clear us lower; but if we called the field in sight he could clear us for the visual. Conditions were VFR with a full moon at our 6 o'clock which provided excellent visibility; so we elected to call the field but still continue an instrument assisted descent. I set the GS (Glide Slope) intercept altitude and engaged managed descent (still in managed lateral guidance due to our distance from the field). The LOC showed about 1/4 dot right of course and the GS showed about 1.5 dots low; however since the LOC/GS are only valid to 18/10nm; respectively; I decided to fly in managed mode until we got closer. Looking outside we noticed the terrain was significant; and I pointed it out; however we were well clear and could see all of the city lights unobstructed all the way down. Shortly after we had mentioned and discussed the terrain; we got a "TERRAIN;TERRAIN-PULL UP; PULL UP" warning. I hesitated for maybe a second before applying the terrain escape procedure because it seemed like a spurious warning since we could see the terrain was no factor; but I quickly realized it wasn't optional at night. I executed the escape procedure and climbed about 3000 feet before reducing power and resuming the descent. We then intercepted the ILS LOC and GS; configured; and landed normally.Cause: Unfamiliarity with the airport and STAR. Also; I don't understand why the points on the STAR didn't have altitudes associated with the fixes like most do; particularly when terrain could be a factor. There are MEA/MOCAs listed between points; but this wouldn't have helped us since the Center Controller vectored us off the STAR. The ILS is also dangerous in my opinion since there's a NO routing from ZZZZZ; but there's a nearly 7000 ft. peak about 5 miles to the east of it with no procedure depicted to safely descend. I also (clearly mistakenly) thought I was being conservative with terrain avoidance by using managed descent rather than dive and drive. I also think the GPWS may have triggered earlier than we expected because we were still so far from the field. I would be interested to know what specific conditions triggered the alert if FOQA data was reported. Also; the terrain display on both of our PFDs (Primary Flight Displays) was completely useless throughout the entire event. We both had our brightness turned all the way up; but even when it announced "PULL UP" there was zero red or even amber displayed on our PFDs; which added to our confusion. I'm wondering if it was a combination of radar altitude with a certain descent rate rather than the GPWS database.Solution: Add some mention of the terrain to the company pages and maybe recommend adding MEA/MOCA to the waypoints in the arrival; as well as not allowing Center to vector off the arrival at night. Overall; I just think the entire STAR and approach are very poorly designed for mountainous terrain. There are lots of unnecessary "gotchas" that I haven't dealt with at any other airports I've operated into with company."
Second reporter narrative
We had done a thorough arrival briefing prior to descent; and specifically mentioned terrain as a potential threat flying into ZZZ. We were aware of the high terrain south and east of ZZZ; and we both had our terrain display depicted on our ND's (Navigation Display). The ILS XXR approach was briefed and the highest MSA of 8800 ft. was mentioned as well as the highest obstacle depicted on the XXL ILS approach chart of 6963 ft.. While talking to Center; we had been given direct ZZZ1 for the Arrival ZZZ. While flying direct ZZZ1; we requested direct ZZZZZ1; but Center instead gave a heading to fly towards ZZZ. Center indicated that they couldn't give us lower because of the high MEA restriction. Center also indicated that the Tower was closed; and asked if we had the airport in sight. I increased the runway lights to high intensity and the runway was clearly visible. We reported the airport in sight and Center gave us a heading to intercept the localizer and cleared us for the Visual Approach approximately 30 miles out. Cause: We started a managed descent down from the MEA while tracking the localizer. I had a clear line of sight to the city lights and the terrain below us was clearly visible with the full moon light. The terrain display on the ND did not depict any terrain. I mentioned to the F/O (First Officer) that I had the terrain in sight and it was no factor. Just as I said that; we got a GPWS warning terrain; pull up". We executed the GPWS recovery maneuver; climbing up to about 10;500 ft. Clear on the terrain; we re-engaged the autopilot and reconfigured the automation and continued the descent into the approach phase and flew the visual approach XXL; backed up by the ILS to a normal landing.Solution: We flew a Basic A319 at night into an unfamiliar uncontrolled airport with high terrain as a potential threat with no approach control. We were off airway; on a radar vector; to intercept a localizer 30 miles out and then cleared for a visual approach from Center. I don't think we had EGPWS; so the visual display on our ND's was limited. The flight to ZZZ was a reassignment. We were originally scheduled to fly to ZZZ2. Change the ZZZZZ1 STAR to incorporate minimum altitude crossing restrictions; instead of just the MEA's depicted. Change the [company] arrival procedure into ZZZ to mandate staying on the STAR for terrain avoidance. Do not accept radar vectors."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.