Narrative:

Three legs and long duty day; [and had] not flown into [this] airport for quite some time. First officer (first officer) and I talked in depth about the night arrival/landing and what approach to expect. We knew that we might not make it in time to land on 29R (closing) due to our arrival time.as we got closer to [the airport]; it looked like we would land before 29R closed. First officer thoroughly briefed 29R; including terrain; engine failure procedure; landing data; etc. We also looked at an alternative runway and discussed that scenario. [We] had some trouble getting landing data from ACARS for that runway and sent a message to dispatch to see if they could send us the data. We eventually were successful in retrieving landing data for the alternative runway. We checked in with approach around 13;000 feet and were told to expect the visual for runway 11L; and given a further descent to 11;000. The first officer briefed the approach for 11L; altitude for the FAF; landing data; engine out; runway turnoff; etc. As we were discussing the approach; we were cleared to 6000. We were being vectored for a left downwind and as we were approaching abeam the field; I mentioned to the first officer that I had [both a satellite airport] and [the destination airport] in sight. Shortly after I said that; ATC gave us a further descent to 6000; pointed out the location of [the destination airport] and asked if we had it in sight. I said yes; and ATC cleared us for the visual 11L. We were still well above and descending to 6000. Thinking that we would start our base turn soon after I called the field in sight; I put the altitude for [the] FAF (4600 feet); in the altitude window and called tower; left downwind for the visual 11L. Tower said; cleared to land. Still at 250 and feeling high; the first officer extended the downwind a bit further before turning base towards 8 NM. A few seconds later; we turned base towards 8 NM; but was probably more towards 10 NM. I had extended the FAF; thinking we would still turn base inside 8 NM. As I was looking towards the runway; the first officer called out 5600 for 4600 (altitude for the FAF). We armed the approach mode and continued on the base leg. I believe around 5000 feet and almost simultaneously; we got 'terrain terrain' and a call from tower; 'low altitude alert; minimum vectoring altitude…' I immediately moved my hands towards the flight controls; however; the first officer was already disconnecting the autopilot; pulling back on the stick and adding power. The warning stopped almost immediately. I told the tower we were correcting and he cleared us to land again as were we are turning final. As we rolled final; we were now high. The first officer began to configure with gear and flaps and corrected towards glideslope. Uneventful landing. We thoroughly debrief the event.of note... Our jeppesen flitedeck-pro were in night mode and dimmed; which makes the terrain display on the 11L approach chart; almost invisible. After we parked at the gate; I placed my ipad in daytime mode and immediately saw the terrain. In night mode; the ILS feather and darkened screen makes it extremely hard to see the terrain.

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Original NASA ASRS Text

Title: An A320 flight crew reported that on final approach they extended the downwind and continued on the base leg when they got a 'Low Altitude' alert.

Narrative: Three legs and long duty day; [and had] not flown into [this] Airport for quite some time. FO (First Officer) and I talked in depth about the night arrival/landing and what approach to expect. We knew that we might not make it in time to land on 29R (closing) due to our arrival time.As we got closer to [the Airport]; it looked like we would land before 29R closed. FO thoroughly briefed 29R; including terrain; engine failure procedure; landing data; etc. We also looked at an alternative runway and discussed that scenario. [We] had some trouble getting landing data from ACARS for that runway and sent a message to Dispatch to see if they could send us the data. We eventually were successful in retrieving landing data for the alternative runway. We checked in with Approach around 13;000 feet and were told to expect the visual for runway 11L; and given a further descent to 11;000. The FO briefed the approach for 11L; altitude for the FAF; landing data; engine out; runway turnoff; etc. As we were discussing the approach; we were cleared to 6000. We were being vectored for a left downwind and as we were approaching abeam the field; I mentioned to the FO that I had [both a satellite airport] and [the destination Airport] in sight. Shortly after I said that; ATC gave us a further descent to 6000; pointed out the location of [the destination Airport] and asked if we had it in sight. I said yes; and ATC cleared us for the visual 11L. We were still well above and descending to 6000. Thinking that we would start our base turn soon after I called the field in sight; I put the altitude for [the] FAF (4600 feet); in the altitude window and called tower; left downwind for the visual 11L. Tower said; cleared to land. Still at 250 and feeling high; the FO extended the downwind a bit further before turning base towards 8 NM. A few seconds later; we turned base towards 8 NM; but was probably more towards 10 NM. I had extended the FAF; thinking we would still turn base inside 8 NM. As I was looking towards the runway; the FO called out 5600 for 4600 (altitude for the FAF). We armed the Approach Mode and continued on the base leg. I believe around 5000 feet and almost simultaneously; we got 'Terrain Terrain' and a call from Tower; 'Low Altitude alert; minimum vectoring altitude…' I immediately moved my hands towards the flight controls; however; the FO was already disconnecting the autopilot; pulling back on the stick and adding power. The warning stopped almost immediately. I told the tower we were correcting and he cleared us to land again as were we are turning final. As we rolled final; we were now high. The FO began to configure with gear and flaps and corrected towards glideslope. Uneventful landing. We thoroughly debrief the event.Of note... our Jeppesen FliteDeck-Pro were in night mode and dimmed; which makes the terrain display on the 11L Approach Chart; almost invisible. After we parked at the gate; I placed my IPAD in daytime mode and immediately saw the terrain. In night mode; the ILS feather and darkened screen makes it extremely hard to see the terrain.

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.