Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 141; Flight Crew Total 3748; Flight Crew Type 3748
Situational Awareness; Confusion; Communication Breakdown
ATC Issue All Types; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Flight Crew Took Evasive Action
Chart Or Publication; Human Factors; Procedure
Landing Runway 28 GDL; night VMC with bright moonlight. Set up to land Runway 28 using the ILS DME 2 with the ILS DME 2 transition from IKBAN. At the last minute; Control told us to descend via the LIVRI 1D Arrival.  We quickly put this arrival into the FMC; but did not change the approach. Shortly after starting the arrival; we were given direct to PLADE with continued descent to the mandatory altitude of 9;000 ft at PLADE which is the point leading into the ILS Approach to Runway 28. There was a discontinuity between PLADE and CI28; which I closed up. Once we reached PLADE; I asked my FO (First Officer) to set 7;100 ft. in the mode control panel which is the minimum altitude at CI28 and started a VNAV descent with the intention to arm the ILS just prior to CI28. At approximately 7;600 ft. we received a warning 'too low terrain'. We could visually see the terrain and started to level off; then; very quickly received 'terrain; pull up' with amber showing on the terrain display.  I immediately complied by going into the CFIT recovery procedure. We climbed to approximately 8;000 ft. and leveled off seeing that we were well clear of all terrain (no more warning and terrain indicator showed us to be clear). We then reassessed. At that time; we were very close to CI28 and had plenty of light from the city and a very bright moon. We were also in a good position to continue to the airport; so I continued to an uneventful landing.
We were landing Runway 28 in Guadalajara. Night VMC conditions with moonlight provided adequate visual references. We were set up to land Runway 28 using the ILS DME2 or localizer Runway 28 with the transition for the ILS DME 2 with the IKBAN transition. At the last minute; Control told us to descend via the LIVRI 1D arrival. After changing to this arrival in the FMS; we realized that we needed to descend quickly. To complicate matters; Control give us directions to go direct to PLADE. I estimate Control shortened our arrival by 40 to 50 miles in giving us the arrival change and direct PLADE which greatly compounded our decent plan. This caused us to have to execute an expedited decent while having to re-program the FMS and plan for this new routing. I verbalized terrain that was to our right as we were turning direct PLADE and both the CA (Captain) and I correlated this to what we were seeing on our terrain displays. Prior to reaching PLADE; Control cleared us for the ILS Zulu Runway 28. However; we heard cleared for the ILS Two. I attribute this miscommunication to language barriers. CA asked me to set 7;100 ft.; which would've been correct for ILS 2 but 7;700 ft would've been correct for ILS Z. We got the 'too low; terrain' oral warning followed by the 'terrain; pull up'. CA commanded auto pilot off; stow speed brake (Even though they weren't in use); pitched up and added full thrust. We had the terrain in sight the whole time; as well as the Runway environment. We climbed approximately 500 ft before determining that we could safely continue the approach without incident. We landed on Runway 28 without incident.
Air carrier flight crew reported a miscommunication with ATC. A change of STAR and instrument approach resulted in a crew communication error and response to GPWS alert.