Narrative:

This event occurred at ZZZ. I traded my original 3 day trip for this trip. After realizing that I traded into a trip which involved a landing at ZZZ; I began studying all the company pages; available approaches; notams to the runways. I also reviewed the landing distance for each runway. Having not served ZZZ since Year1/Year2; and only then I was a pilot monitoring; it also occurred to me this would be my 1st actual landing at this airport in my career. In addition; I was paired up with a new hire pilot; nearly off probation. Because of these factors. I elected to take the landing as pilot flying into ZZZ. Earlier in the day; while flying our 2nd leg from ZZZ1 to ZZZ2; I discussed the approach and landing to ZZZ with my first officer while at cruise. I explained the terrain situation; ops advisory pages; required rwy was xx due to longer runway distances; location of gates and our taxi after landing. I also advised him that I did not want rwxy (normal flow runway) due to winds favoring xx and shorter runway distance. When we flew the next leg to ZZZ; the first officer (first officer) advised approach control of our required runway; xx. The controller said they are landing xy and to say intentions. Since it's was still day VMC with winds favoring runway xx; I told the first officer; that we could accept a visual to runway xx. The controller then asked if we wanted a visual or the published RNAV vis. I told the first officer whatever is faster; the first officer relayed my request to the controller; who then informed us that if we accepted the visual; we would have to circle to the east; [in the] vicinity of [name removed] park; over [a] mountain just east of field. Having read thru the ops advisory pages for this airport; I did not see anything prohibiting us from a circle on the east side. I accepted this clearance and we were cleared for the visual to runway xx while on a left downwind. I dialed in appx 2000 ft. In altitude preselect window; and began a steep open descent with the speed brakes deployed to get down fast; as we were kept up at 4000 ft. Abeam the runway. The plane came down nicely; however; as I crossed the ridge of the mountain just east of the field; we did get a 'terrain-terrain-pull up-pull up' warning. I immediately disconnected the ap; and at (autothrottles); began to level off while simultaneously adding power; as we cleared the ridge on the back side; I began a descending left turn over a canyon for a left base entry to runway xx. Once on the back side of ridge; the flight was uneventful and landing was on the numbers with plenty of runway to spare. I did brief the first officer before we started down; we may get a terrain warning due to ATC vectors to MVA. To that extent; I feel we were both prepared for the terrain warning we experienced. We also both felt during the terrain warning that we had sufficient altitude to clear the ridge without putting the aircraft or passengers in danger.in looking back; I feel that having not landed at ZZZ before; not realizing that circling to the east is prohibited; and accepting the controller's clearance of a visual to runway xx on a left downwind over mountainous terrain clearly contributed to this event. First officer was outstanding during this whole event; as the pilot monitoring. Also; the controllers must be trained to refuse circle to the east ops for all IFR ops.I would change the 10-7 pages in jepps; to include all circling to the east of airport prohibited; no exceptions. I would also add that the next day; I spoke with ground control about situation and they said we can accept a vector to runway xy; with a circle to land on xx with tower. This allows us to circle northwest of the runway; in the flat part of the valley; much safer. A week later; I performed this operation; as I had this exact same trip; and it worked flawlessly to runway xx. This should also be in our 10-7 pgs. One gotcha though; on the vector to visual runway xy; we were told to cross zzzzz at or above 3000 ft. Cleared for the visual. I wasn't planning onthis and disconnected the ap as a result. Tower gave us the clearance to circle northwest to runway xx. Cross zzzzz at or above 3000 ft. Should also be in our 10-7 pgs.

Related reports:

Google
 

Original NASA ASRS Text

Title: A319 flight crew reported Terrain Warning on approach.

Narrative: This event occurred at ZZZ. I traded my original 3 day trip for this trip. After realizing that I traded into a trip which involved a landing at ZZZ; I began studying all the company pages; available approaches; NOTAMs to the runways. I also reviewed the landing distance for each runway. Having not served ZZZ since Year1/Year2; and only then I was a pilot monitoring; it also occurred to me this would be my 1st actual landing at this airport in my career. In addition; I was paired up with a new hire pilot; nearly off probation. Because of these factors. I elected to take the landing as pilot flying into ZZZ. Earlier in the day; while flying our 2nd leg from ZZZ1 to ZZZ2; I discussed the approach and landing to ZZZ with my First Officer while at cruise. I explained the terrain situation; ops advisory pages; required rwy was XX due to longer Runway distances; location of gates and our taxi after landing. I also advised him that I did not want RWXY (normal flow runway) due to winds favoring XX and shorter runway distance. When we flew the next leg to ZZZ; the FO (First Officer) advised approach control of our required runway; XX. The controller said they are landing XY and to say intentions. Since it's was still day VMC with winds favoring RWY XX; I told the FO; that we could accept a Visual to RWY XX. The controller then asked if we wanted a Visual or the Published RNAV Vis. I told the FO whatever is faster; the FO relayed my request to the controller; who then informed us that if we accepted the Visual; we would have to circle to the east; [in the] vicinity of [name removed] Park; over [a] mountain just east of field. Having read thru the ops advisory pages for this airport; I did not see anything prohibiting us from a circle on the east side. I accepted this clearance and we were cleared for the visual to RWY XX while on a left downwind. I dialed in appx 2000 ft. in altitude preselect window; and began a steep open descent with the speed brakes deployed to get down fast; as we were kept up at 4000 ft. abeam the runway. The plane came down nicely; however; as I crossed the ridge of the mountain just east of the field; we did get a 'Terrain-Terrain-Pull up-Pull up' warning. I immediately disconnected the AP; and AT (Autothrottles); began to level off while simultaneously adding power; as we cleared the ridge on the back side; I began a descending left turn over a canyon for a left base entry to runway XX. Once on the back side of ridge; the flight was uneventful and landing was on the numbers with plenty of runway to spare. I did brief the FO before we started down; we may get a terrain warning due to ATC vectors to MVA. To that extent; I feel we were both prepared for the terrain warning we experienced. We also both felt during the terrain warning that we had sufficient altitude to clear the ridge without putting the aircraft or passengers in danger.In looking back; I feel that having not landed at ZZZ before; not realizing that circling to the east is prohibited; and accepting the controller's clearance of a visual to RWY XX on a left downwind over mountainous terrain clearly contributed to this event. First Officer was outstanding during this whole event; as the pilot monitoring. Also; the controllers must be trained to refuse circle to the east ops for ALL IFR ops.I would change the 10-7 pages in Jepps; to include all circling to the east of airport prohibited; no exceptions. I would also add that the next day; I spoke with ground control about situation and they said we can accept a vector to runway XY; with a circle to land on XX with Tower. This allows us to circle NW of the runway; in the flat part of the valley; much safer. A week later; I performed this operation; as I had this exact same trip; and it worked flawlessly to runway XX. This should also be in our 10-7 pgs. One gotcha though; on the vector to visual RWY XY; we were told to cross ZZZZZ at or above 3000 ft. cleared for the visual. I wasn't planning onthis and disconnected the AP as a result. Tower gave us the clearance to circle NW to runway XX. Cross ZZZZZ at or above 3000 ft. should also be in our 10-7 pgs.

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.