....and the non-transponder light a/c below you that triggered the warning continues safely through the zone.... albeit mighty shaken up at the close-up view they've just had of a very large aircraft!
Airfields that have a GPWS problem have ALWAYS in my experience had a warning either on the plates, or in the route brief (usually, with an A/V as well) with a strategy to mitigate it. Glasgow 05, Geneva and Zurich come to mind as 3 where
procedurally a GPWS is possible under certain circumstances.
Too many people have died for hesitating at the Red Light.... I'd go around from the scenario above then take the breathing space to figure out why, and fly the next approach ultra-catiously with everyone on the flight deck at 110% awareness in-case it happened again... with that heightened state of continual evaluation in place THEN if it went off again I'd probably continue through it, but by that time we'd have made certain that the terrain coupled with the aircraft envelope was a definite non-player. After all , in the scenario you describe above any warning could equally have been caused by some element of mis-handling on my part that infinged the trigger envelope some way; given the way I fly, a definite probability!
Remember, we are talking going-around for a
HARD GPWS or EGPWS warning, and not a soft. I've had soft warnings below MSA a couple of times (usually in the Highlands and Islands on visuals), evaluated and continued. Above relevant MSA, agree for sure, there's a breathing space for evaluation. And the one pull up I've ever heard has been transatlantic on RVSM shortly after implementation, watching the other guy on TCAS as the rad-alt ramped violently. Who would go for that? Absolutely no-one.
This is actually a good debate, save the odd cup of vitriol from those who should know better, and a wee bit of stirring. There are no right answers... but people are thinking and talking it through.
Personally, I think the remit for this one has moved more to suit Tech Log, but I'll leave that to Danny to decide....