Narrative:

As we neared las it was clear that the weather was going to be an issue. Originally planned and cleared for the tyssn arrival and planned for the runway 25s. While on the arrival the runways changed and we were now planning and reprogramming the runway 19s. Now even closer to the airport we were turned off the arrival to the west. The controller said something vague about a 'new plan'. Handed off to another center controller we were finally cleared direct to gfs then direct to clarr cross clarr at 13000 feet and 250 knots then the remainder of the kepec arrival. Now again planning the runway 25s. After clarr we were given a heading that ended up being 010 and to expect runway 7R. Also given a clearance to 7000 feet. The first officer (first officer) programed the RNAV 7R into the mcdu while on a heading of 010. My nd was on the weather radar display as we were in weather and the first officer's nd was on terrain. We descended below the weather and the city and airport was in sight. I changed my nd from weather radar to terrain mode as we were south and west of the airport at 7000 feet with rising terrain to the northwest of our position. Both nds showed no terrain obstacles. The approach controller asked if we had the airport in sight; which we said yes; and we were cleared a visual approach to 7R which we accepted. Our 010 heading took us directly to jammd which is on the RNAV visual runway 7R so the first officer elected to go direct to that point to aid in our lateral navigation to the airport. A shallow descent was initiated to 4300 feet which is the limit at meeup. With both of our nds set to terrain mode and no indication of any terrain obstructions and within 4 miles of jammd I became concerned about terrain clearance and said;'we do have terrain out here'.just as I said that we received the aural alert for terrain. I immediately performed the escape maneuver as per the fom. The first officer wasn't doing anything wrong; I just got to the thrust levers first. When the warning had ceased; control of the aircraft was then transferred back to the first officer and a normal approach and landing were made. It's important to note that at no time did either of our nd displays; which were both on terrain with the brightness turned up sufficiently; did they ever depict any terrain at all. The radar altimeters never became active; the 2500 foot automated call was not activated; nor did ATC ever say a word. I believe the warning was due to closure rates not proximity. Task loaded with 3 runway changes. Ipad in night mode.

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Original NASA ASRS Text

Title: A321 Captain reported a terrain warning during a night visual approach to Runway 7R at 4300 feet with the First Officer flying. The escape maneuver was performed by the Captain and the approach was continued to landing.

Narrative: As we neared LAS it was clear that the weather was going to be an issue. Originally planned and cleared for the TYSSN arrival and planned for the Runway 25s. While on the arrival the runways changed and we were now planning and reprogramming the Runway 19s. Now even closer to the airport we were turned off the arrival to the west. The controller said something vague about a 'new plan'. Handed off to another center controller we were finally cleared direct to GFS then direct to CLARR cross CLARR at 13000 feet and 250 knots then the remainder of the KEPEC arrival. Now again planning the Runway 25s. After CLARR we were given a heading that ended up being 010 and to expect runway 7R. Also given a clearance to 7000 feet. The First Officer (FO) programed the RNAV 7R into the MCDU while on a heading of 010. My ND was on the weather radar display as we were in weather and the FO's ND was on TERRAIN. We descended below the weather and the city and airport was in sight. I changed my ND from weather radar to TERRAIN mode as we were south and west of the airport at 7000 feet with rising terrain to the northwest of our position. Both NDs showed no terrain obstacles. The approach controller asked if we had the airport in sight; which we said yes; and we were cleared a visual approach to 7R which we accepted. Our 010 heading took us directly to JAMMD which is on the RNAV Visual RWY 7R so the FO elected to go direct to that point to aid in our lateral navigation to the airport. A shallow descent was initiated to 4300 feet which is the limit at MEEUP. With both of our NDs set to TERRAIN MODE and no indication of any terrain obstructions and within 4 miles of JAMMD I became concerned about terrain clearance and said;'We do have terrain out here'.Just as I said that we received the aural alert for terrain. I immediately performed the escape maneuver as per the FOM. The FO wasn't doing anything wrong; I just got to the thrust levers first. When the warning had ceased; control of the aircraft was then transferred back to the FO and a normal approach and landing were made. It's important to note that at no time did either of our ND displays; which were both on TERRAIN with the brightness turned up sufficiently; did they ever depict any terrain at all. The radar altimeters never became active; the 2500 foot automated call was NOT activated; nor did ATC ever say a word. I believe the warning was due to closure rates not proximity. Task loaded with 3 runway changes. iPad in night mode.

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.