Narrative:

Descending into eug we contacted cascade approach. The ATIS was reporting SCT037 BKN044 with good visibility. The controller offered us vectors to about an eight mile final and step-downs for a possible visual approach to 16R. The two of us had flown together into eug and we were well aware and previously briefed the high terrain in the area. Initially we were cleared to 7000 ft and then down to 5000 ft. We noted the MSA of 5300 ft and so 5000 ft seemed reasonable. The first officer and I believe that we did hear a '2500 ft' call while at 5000 ft. The first officer was flying and had slowed to 210 kts. The controller asked if we could see the field or if a bit lower would help. We were still solid IMC so I said we probably needed to do the ILS. Right after I said that we broke out and saw the airport and I told the controller that a little lower might do the trick. He cleared us to 4400 ft with a slight right turn to 280. I believe we were inside of 20 miles at this point and the first officer descended on autopilot to 4400 ft still at 210 flaps up. I noted the highest point depicted on the approach chart near us was 3154 ft to the south of us. Just as or after we leveled at 4400 ft we received a terrain warning. We could see city lights below but we were in and out of the broken cloud layer. It was a surprise but I believe the warning was 'terrain; terrain; pull up; pull up'. The first officer did the full book escape maneuver and the warning didn't repeat. We reached maybe 5300 ft then leveled at 5000 ft as we reported the event to the controller. Neither of us recall seeing any terrain depicted on the nd before the warning occurred.I made a PA announcement to explain our abrupt maneuver while we were vectored to the ILS. As we intercepted the localizer we broke out of the layer and were cleared for a visual to 16R. After parking we explained the event further to the passengers and offered to answer any questions. The first officer and I had a debriefing at the gate and also with the flight attendants in the hotel van. The controller confirmed that 4400 ft was the MVA where we were when he cleared us down. Looking at the VFR sectional on wsi I see there is a ridge in that area just west of mobil intersection. The highest points depicted are 2864 ft to the north and 3166 ft to the south.

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Original NASA ASRS Text

Title: A320 flight crew reported receiving a GPWS terrain warning on a night approach to EUG while being vectored for the ILS.

Narrative: Descending into EUG we contacted Cascade Approach. The ATIS was reporting SCT037 BKN044 with good visibility. The Controller offered us vectors to about an eight mile final and step-downs for a possible visual approach to 16R. The two of us had flown together into EUG and we were well aware and previously briefed the high terrain in the area. Initially we were cleared to 7000 ft and then down to 5000 ft. We noted the MSA of 5300 ft and so 5000 ft seemed reasonable. The FO and I believe that we did hear a '2500 ft' call while at 5000 ft. The FO was flying and had slowed to 210 kts. The Controller asked if we could see the field or if a bit lower would help. We were still solid IMC so I said we probably needed to do the ILS. Right after I said that we broke out and saw the airport and I told the Controller that a little lower might do the trick. He cleared us to 4400 ft with a slight right turn to 280. I believe we were inside of 20 miles at this point and the FO descended on autopilot to 4400 ft still at 210 flaps up. I noted the highest point depicted on the approach chart near us was 3154 ft to the south of us. Just as or after we leveled at 4400 ft we received a terrain warning. We could see city lights below but we were in and out of the broken cloud layer. It was a surprise but I believe the warning was 'terrain; terrain; pull up; pull up'. The FO did the full book escape maneuver and the warning didn't repeat. We reached maybe 5300 ft then leveled at 5000 ft as we reported the event to the Controller. Neither of us recall seeing any terrain depicted on the ND before the warning occurred.I made a PA announcement to explain our abrupt maneuver while we were vectored to the ILS. As we intercepted the LOC we broke out of the layer and were cleared for a visual to 16R. After parking we explained the event further to the passengers and offered to answer any questions. The FO and I had a debriefing at the gate and also with the flight attendants in the hotel van. The controller confirmed that 4400 ft was the MVA where we were when he cleared us down. Looking at the VFR sectional on WSI I see there is a ridge in that area just west of MOBIL intersection. The highest points depicted are 2864 ft to the north and 3166 ft to the south.

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.