A319
Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 210; Flight Crew Type 1073
Situational Awareness
Inflight Event / Encounter CFTT / CFIT
Flight Crew FLC complied w / Automation / Advisory
Human Factors
Approximately 2;300 feet MSL on RNAV (GPS) RWY 10L PIT (ILS out of service) night VMC on PAPI glideslope; runway in sight; fully configured; stable and cleared to land. [Received] GPWS TERRAIN TERRAIN PULL UP. Despite being on glide slope and believing we were nowhere near terrain; began escape maneuver (TOGA and pitched up) and warning went away. Discontinued escape maneuver and continued stabilized visual approach to normal landing.
EGPWS/GPWS terrain warning while on night visual approach to PIT [Runway] 10L. Performed terrain avoidance maneuver; warning immediately ceased as throttles advanced to TOGA thrust; continued approach and landed.Night VFR arrival into PIT ILS 10L Approach out of service. RNAV (GPS) RWY10L approach planned. On descent; GPS Primary on both FMGC's; accuracy confirmed HIGH; approach fix altitudes; final approach course; and FPA checked with approach chart.On 11NM left base leg for RNAV (GPS) RWY 10L. Autopilot; auto-throttles off. Speed 190; Flaps 1; 3000 MSL. Vectored 080 to intercept; cleared visual 10L. NAV lateral guidance engaged outside of RACOO (the FAF). Crossed FAF at 180 kts; FINAL APP engaged; Flaps 2 selected. Flaps 3 selected shortly after crossing FAF (approximately 1850 RA); then Gear and Full Flaps approximately 1700 RA. On track; on RNAV glide path; PAPI showed 2 red and 2 white. Got EGPWS/GPWS aural terrain warning (I recall 'terrain; terrain; pull up'). Captain stated that didn't make sense; I verbally agreed but executed the terrain avoidance maneuver since it was night time. The warning immediately ceased as the throttles were advanced to TOGA. We were fully configured; above glide path with PAPI showing all white. We visually confirmed no terrain hazard existed; and decided to continue the visual approach. We elected not to go heads down and re-program the approach and instead Selected VAPP speed and Selected 700 VSI for SA. The aircraft was stable at 1;000 [feet]; stable at 500 [feet]; and a normal landing was performed. After landing; IRS NAV drift and NAV position confirmed tight.
A319 flight crew reported receiving a GPWS terrain warning on RNAV Approach. Alert silenced as soon as escape maneuver was initiated.