Flight Crew Last 90 Days 49; Flight Crew Total 7490; Flight Crew Type 49
Situational Awareness
Deviation - Altitude Excursion From Assigned Altitude; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Human Factors; Procedure
We were arriving into Newark from the south on the PHLBO arrival; and Newark was landing on 22L.  We were still south of the airport and at 3;000 feet when approach control vectored us off of the arrival to give us a right downwind heading for a 22L landing.  At this point the approach controller asked us if we had the airport in sight.  We confirmed with one another that the field was indeed in sight; and the captain told the controller that we had the field in sight.  We were then cleared for a visual approach to runway 22L.  At this point we were on a wide right downwind for the runway.  The captain said he would set in 1;500 feet as that was the final approach fix altitude for runway 22L.  I agreed and confirmed the selected altitude; and began a descent down.  Both the captain and myself had terrain selected on our NDs; and nothing indicated that we would have any issues.  As we were descending to 1;500 feet; somewhere around 1;700 feet or so we got a GPWS 'Terrain; pull up'.  At that same time the approach controller came on and told us that the minimum vectoring altitude in that area was 2;000 feet; of which we had no idea; and that we should climb back up to 2;000 feet. I had already begun climbing as the captain was resetting 2;000 feet.  As soon as I began initiating a climb the GPWS terrain warning went away.  I leveled the aircraft off at 2;000 feet; for a total climb of approximately 300 feet.  After we returned to 2;000 feet we continued with the visual approach to a normal landing on runway 22L without incident.
We were descending via the PHLBO arrival into to EWR when we were vectored off the arrival for a visual approach to runway 22L and given clearance to descend to 3000 ft. Approximately 10 miles SW of the airport NY Approach asked if we had the airport in sight. After conferring with the First Officer (FO) that we both were seeing the airport; I replied that we had the field in sight. At that time we were cleared for the visual approach to 22L. I set and confirmed an altitude of 1500 in the MCP for the planned FAF crossing at BUZZD. The FO began an Open Descent to 1500 and briefed that he would descend first and then slow the aircraft as we approached BUZZD on the base turn. As we descended through 2500 ft.; we were handed off to EWR Tower. Before checking in I observed some green terrain depictions on my ND and could see what appeared to be a dark area separating steady ground lighting out the window in front of us. Before I could contact EWR tower; they contacted us and advised us that we had descended below their MVA for that area and cleared us to climb to 2000 ft. for terrain. At this time we were at about 1700 ft. As we were receiving this advisory and clearance; the GPWS warning activated with 'terrain; terrain.' I was already setting 2000 ft. into the MCP window as the first officer initiated a climb; and as soon as we started the climb; the GPWS warning ceased. After leveling; the tower informed us that there was a ridge below us in that area; but that it was no longer a factor and we were re-cleared for the visual approach to 22L. The remainder of the approach and landing proceeded normally. The Threat in the case was obviously the terrain southwest of EWR. Our error was not being aware of that area of terrain; which resulted in an ATC low altitude warning and a GPWS activation which was a surprise to us both. While SOP would dictate performing the escape maneuver; we elected to not perform that maneuver in light of the fact that we had the conflicting terrain in sight and we had a corrective clearance from ATC for a climb to 2000 ft.; which was only 300 ft. above our current altitude. In my judgment; performing the full escape maneuver would have been far too aggressive for the correction needed and would have potentially placed us in conflict with our clearance and any overlying traffic. Instead; the FO disengaged the autopilot and auto thrust and performed an immediate; but normal climb to 2000 ft. at which time the GPWS warning ceased. It should be noted that the warning we received was a GPWS; not an EGPWS warning.Factors that contributed to our error would include accepting a night VMC visual approach clearance while 8 to 10 miles from the field; an assumption by me that terrain is not a threat in this area; so I was not concerned about the FO's descent and approach planning; and not giving more attention to the green EGPWS depiction on the NAV display. I have seen this before and I interpreted it to mean the terrain was well below us. While we did not receive any EGPWS warnings; clearly our proximity to the terrain was close enough to activate the radar altimeter based GPWS; at least momentarily.In the future I will not accept visual approaches at night unless we are established on or near the final approach course with a clear visual indication that terrain is not a factor for us. I will give more consideration to remaining at or above the airport's MSA until clearly in a position to establish a visual descent path to the runway on a visual approach. I will give more consideration to any EGPWS depictions of terrain in our path and not assume that a green depiction is a 'safely above' indication. While we did experience an unwanted aircraft state on this approach; the warnings received from both ATC and the GPWS system alerted us to our error and allowed us to correct out flight path in a timely manner.
A320 flight crew reported triggering a terrain warning from the GPWS when they descended below MVA on a night visual approach to RWY 22L at EWR.