Narrative:

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 first officer 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 first officer 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.

Related reports:

Google
 

Original NASA ASRS Text

Title: A319 flight crew reported receiving a possible false ground proximity caution and warning while at an altitude well above Minimum Vectoring Altitude.

Narrative: 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.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.