Narrative:

This is a synopsis of CFIT while being radar vectored for the ILS DME 1 28 mmgl.we were on a left downwind south of the field at 9;000 feet on a 090 degree heading for vectors for the ILS 28. The first officer was flying. Approach instructed us to turn left to a heading of 340 degrees and descend to 8;200 feet. As the approach was built I extended off of the 12 DME fix at 8200. I had progress page 2 of 2 up and we were about 3.5 miles from the course intercept.I am not sure but I believe we were about 14 DME from the airport.approach then said; turn left to a heading of 310 and descend and maintain 7;100 on that heading join the localizer; cleared the ILS runway 28. This heading took us to just outside the 8 DME fix by about 1 mile. I extended off of the 8 DME at 7;100.it was VFR; I could see the runway; and the first officer said he had the terrain in sight to the north. We both had the taws displays up. Because approach gave such a precise vector and instructions I assumed (incorrectly) terrain clearance would not be a factor. Both the first officer and I had reviewed and discussed the high terrain in the mmgl area on the leg down. As we were being vectored from the south it appeared the high terrain would be mostly to the north of our heading. The first officer was in a slow descent toward 7;100 feet. Out of about approximately 7;200 I heard 'caution terrain' and then it went immediately to a hard warning of 'pull up' the first officer turned off the a/P and began to initiate the CFIT recovery maneuver. As soon as he rotated the warning stopped and he continued to climb to about 7;500 feet (MVA for this sector). At this point there was no terrain indicated on the taws and then there were no warnings. The terrain alert was momentary and we were clear of terrain. We continued the approach at 7;500 feet and landed without event.this should have not happened. In retrospect I feel there were several underlying factors that contributed to this event: 1. Approach giving very precise instructions on vector and altitude for the approach clearance. 2. VFR; it was a very clear night and we could see the airport and there appeared to be no terrain between us and the airport. 3. The first officer stating he had the terrain to the north in sight. I was aware and reviewed the min vectoring altitudes for our sector. However; I allowed myself to become misled by assuming approach had information on terrain clearance that I did not have based on his instructions.this was a mistake. I should not have accepted a clearance. I will never again accept an altitude below MVA while on a radar vector.

Google
 

Original NASA ASRS Text

Title: Air carrier flight crew reported experiencing a CFIT event during approach to MMGL airport.

Narrative: This is a synopsis of CFIT while being radar vectored for the ILS DME 1 28 MMGL.We were on a left downwind South of the field at 9;000 feet on a 090 degree heading for vectors for the ILS 28. The First Officer was flying. Approach instructed us to turn left to a heading of 340 degrees and descend to 8;200 feet. As the approach was built I extended off of the 12 DME Fix at 8200. I had progress page 2 of 2 up and we were about 3.5 miles from the course intercept.I am not sure but I believe we were about 14 DME from the airport.Approach then said; turn left to a heading of 310 and descend and maintain 7;100 on that heading join the localizer; cleared the ILS runway 28. This heading took us to just outside the 8 DME fix by about 1 mile. I extended off of the 8 DME at 7;100.It was VFR; I could see the runway; and the First officer said he had the terrain in sight to the north. We both had the TAWS displays up. Because Approach gave such a precise vector and instructions I assumed (incorrectly) terrain clearance would not be a factor. Both the first officer and I had reviewed and discussed the high terrain in the MMGL area on the leg down. As we were being vectored from the south it appeared the high terrain would be mostly to the north of our heading. The FO was in a slow descent toward 7;100 feet. Out of about approximately 7;200 I heard 'Caution terrain' and then it went immediately to a hard warning of 'pull up' the FO turned off the A/P and began to initiate the CFIT recovery maneuver. As soon as he rotated the warning stopped and he continued to climb to about 7;500 feet (MVA for this sector). At this point there was no terrain indicated on the TAWS and then there were no warnings. The terrain alert was momentary and we were clear of terrain. We continued the Approach at 7;500 feet and landed without event.This should have not happened. In retrospect I feel there were several underlying factors that contributed to this event: 1. Approach giving very precise instructions on vector and Altitude for the approach clearance. 2. VFR; it was a very clear night and we could see the airport and there appeared to be no terrain between us and the airport. 3. The First officer stating he had the terrain to the north in sight. I was aware and reviewed the Min Vectoring Altitudes for our sector. However; I allowed myself to become misled by assuming Approach had information on terrain clearance that I did not have based on his instructions.This was a mistake. I should not have accepted a clearance. I will never again accept an altitude below MVA while on a radar vector.

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.