Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Situational Awareness
Inflight Event / Encounter CFTT / CFIT
General None Reported / Taken
Human Factors
We were asked to call the airport in sight roughly 20 miles out and then they cleared us for the visual approach. We asked for direct WOREX; the FAF on the ILS - as I was using that for a backup to the visual. After being cleared for the visual approach we descended down to 3100 ft; which is the crossing altitude for WOREX - due to the rising terrain the GPWS went off several times because of the peaks and valleys as we crossed over them. The weather was VFR; 10-15 miles visibility and no ceiling. Instead of climbing back up to a higher altitude we maintain 3100 feet clear of terrain; intercepted the LOC; established ourselves on the ILS and completed the visual using the ILS as a backup. I turned off the autopilot inside the FAF and hand flew the airplane to a normal landing. The rest of the flight was uneventful and normal. Both crew member immediately realized what was happening and why. Many times going into UNV; the Controllers are 'in a hurry' to clear us for the visual and hand us off; which was the case today. We both agreed to maintain current altitude as we were clear of all terrain; had extremely good visibility of our situation and surroundings and had the airport in sight; there was also no additional threats to the flights safety. On these outstation airports; simply ask for vectors to final and don't let the Controllers push you into a visual approach.
EMB-145 Captain reported receiving a GPWS terrain warning on a visual approach to UNV airport.