Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 4600
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Provided Assistance; Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory
Environment - Non Weather Related; Aircraft
During descent into ZZZ on the RNAV arrival; I was the PF (Pilot Flying) and the CA (Captain) was the PM (Pilot Monitoring). ATC told us to expect Runway XXL and cleared us to point ZZZZZ on the ILS XXL approach. This clearance put the aircraft on an intercept to final from the north side of the approach course. At approximately 10-15 nm from ZZZZZ and in IMC; ATC cleared us to descend from 6;500 ft to 5;300 ft MSL. I descended and the aircraft leveled off at 5;300 ft. Shortly thereafter; and still in IMC; we received an aural EGPWS Caution ('CAUTION TERRAIN') followed immediately by an aural EGPWS Warning ('TERRAIN; TERRAIN PULL UP'). I immediately selected TOGA thrust and full back sidestick. Both the CA and I had TERR ON ND selected on our respective instrument panels. I did not observe any solid red or yellow areas on my ND; nor did I observe TERR or OBST AHEAD. The EGPWS Caution and Warning each sounded only the one time; and neither was heard again after initiating the maneuver. While subsequently initiating a level-off; I left TOGA thrust selected too long and allowed airspeed to reach approximately 280 KIAS. The aircraft was clean; so no configuration limits were exceeded; however I still exceeded the 250-KIAS limit below 10;000 MSL. The CA called out my excessive airspeed and I subsequently reduced thrust. The CA had already notified ATC that we were maneuvering in response to the EGPWS Warning. During the process; and while leveling at 6;000 ft. MSL (MSA for the approach); we regained VMC and subsequently coordinated vectors for a visual approach to Runway XXL. A normal approach and landing ensued. Following the EGPWS warning and escape maneuver; ATC advised the CA that the minimum vectoring altitude in our area at the time was 3;800 ft MSL. Based on the fact that we were level at the ATC-assigned altitude of 5;300 ft; above the minimum vectoring altitude; and did not observe any of the expected indications on the CA or FO NDs; I believe this was a false EGPWS warning. That said; in the process of responding to an EGPWS Warning; I allowed airspeed to drop out of my scan with TOGA thrust selected and consequently exceeded 250 KIAS below 10;000 ft MSL.Following the EGPWS warning and escape maneuver; ATC advised the CA that the minimum vectoring altitude in our area at the time was 3;800 feet MSL.  Based on the fact that we were level at the ATC-assigned altitude of 5;300 ft; above the minimum vectoring altitude; and did not observe any of the expected indications on the CA or FO NDs; I believe this was a false EGPWS warning.  That said; in the process of responding to an EGPWS Warning; I allowed airspeed to drop out of my scan with TOGA thrust selected and consequently exceeded 250 KIAS below 10'000 ft MSL.
We started our briefing before our descent into ZZZ...we went over the threats...which included a discussion about mountainous terrain; discussion about the engine out missed approach procedures; and displaying the terrain on our ND.The approach briefing included a briefing on the Minimum Safe Altitudes. Near the end of the STAR; we were initially given direct ZZZZZ; the FAF for XXL. Then we were given vectors to Runway XXL. We were given various step down altitudes by ATC. I don't remember all of them but we were given 6;500 ft. and then a descent to 5;300 ft.We were in Open Descent. We slowed ourselves for the descent and approach to approx. 220 KIAS. We were in a clean configuration. We were well ahead of the aircraft. Somewhere above 5;300 we entered IMC...full overcast layer. We had just leveled at 5;300 ft. when we got a single 'Caution Terrain'.I quickly checked the altimeter and we were level at 5;300 and all flight instruments showed normal for level flight. Almost as quickly we got a single 'Terrain Pull Up' We executed the EGPWS recovery maneuver. We set TOGA thrust and pitched up and started climbing. I notified ATC. During the procedure; ATC stated that the minimum altitude she could descend us to was 3;800 ft.??; I was too busy to remember.Immediately the EGPWS warning stopped (we only got one of each warning). Neither ND showed terrain or warning. All we got were the single two aural warnings. There were no other visual indications. We leveled at approximately 6;000. The EGPWS did not activate any more.We briefly exited out of the clouds around 6;000 and I could visually see ahead. Satisfied that we were clear of terrain I noticed that we had accelerated past 250KIAS...this was because of the recovery maneuver; the TOGA thrust setting; and leveling at 6;000. My focus was directed at climbing and altitude. Once we recognized our airspeed; we corrected our airspeed. Again we were in the clean configuration so no aircraft limitation was exceeded.During the re-vector back to ZZZ; I checked our altimeters with the ATIS; and they were set correctly. Once I was satisfied we were clear of terrain; ATC vectored us back for a visual approach to XXL and landed normally. I believe it was a FALSE EGPWS caution and warning...after the fact.
A319 flight crew reported receiving a possible false ground proximity caution and warning while at an altitude well above Minimum Vectoring Altitude.