A319
Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Total 7030.48; Flight Crew Type 5149.42
Situational Awareness
Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory
Airspace Structure; Human Factors; Procedure
I had not been into MFR for approximately 20 years. Because of this; during cruise; I reviewed all the Jeppesen charts; including all the REF pages. In addition; we read the OPS Alert regarding approaches into MFR. I felt I was very well prepared and had a good handle on the main threat for our flight - surrounding terrain during the approach. I was the Pilot Flying for this leg. MFR was landing RWY 34. Weather was not a factor. On descent from the south; we were cleared to descend to 12;000 feet by Oakland Center. We were handed off to Cascade Approach Control and given a further descent to 10;000 feet. Shortly after leveling off; we were given a descent to 8;000 feet. We were approximately 25 miles south of MFR at this point; slightly above profile; primarily because of the terrain. We pick up the field visually and shortly thereafter; Cascade Approach cleared us for the visual approach. With the field and terrain in sight; I asked the First Officer to set 7;000 feet and pull for open descent. We were at 250 knots and slowing so our descent rate was approximately 1000-1200 FPM. Approaching 7;000 feet and well clear of terrain; at least I thought; I asked to the First Officer to set 6;000 feet. At the same time; I asked him to select direct to a 5 mile final. I do not recall how far from the fix we were but I estimate we were approximately 20 miles from the field and we were very close to on 'profile'. Before leveling off at 6;000 feet; we received the aural 'TERRAIN TERRAIN; PULL UP; PULL UP.' Although not required because we were day VFR and clear of all terrain; I initiated the escape maneuver. Well before I was fully into the maneuver and before I reached 10 degrees nose high; the warning went away. I retarded the throttles out of TOGA [Take-off/Go Around]; and continued the descent. The First Officer resequenced the FMGC [Flight Management Guidance Computer] and we continued the visual approach into MFR. Although it was a little challenging getting stabilized because of the unexpected 30-40 knot tailwind on final; we were able to be stabilized by 800 feet. The winds subsided and we landed uneventfully. The terrain warning and escape maneuver were so brief; none of the passengers nor flight attendants noticed anything of the ordinary during the approach and landing.There were 2 main lessons I learned from this descent and approach into MFR. First; the aural warning caught both of us by surprise but; even though not required (day VMC); I didn't hesitate nor question why the warning came on and immediately initiated the escape maneuver. To me; that is always the safest resolution to a terrain warning.  I attribute this decision and reaction to the training I have received. Secondly; at least when landing to the north approaching from the south; I will advise ATC when I have the field in sight but not accept clearance for the visual approach until past all the ridges. Instead; I will let the controller give me descent clearances to keep me above the minimum sector altitudes until I am in the valley.
A319 Captain reported receiving a Terrain Warning and executing the escape maneuver on a visual approach.