Date: 201410
Local time of day: 1801-2400
Location: MMLO.TRACON, FO
Flight conditions: VMC
Light: Daylight
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: TRACON MMLO
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Situational Awareness; Training / Qualification
Anomaly: Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Detector: Automation Aircraft Terrain Warning
When detected: In-flight
Result: Flight Crew Became Reoriented
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: When loading the approach we noted that the waypoints on the app plate had complete different names as the one on the FMS. When loading it; since captain has never been there; he loaded the correct runway but not the correct transition. The plate says 8700 feet within 12 miles. He started the descent to that altitude. Something did not feel right but I couldn't put my finger on it. All of the sudden we got a too low terrain GPWS message. I looked outside and did not see any terrain in front or around of us that would require immediate climb. I realized the procedure turn inbound wasn't painting on the MFD and proceeded to reload it. When I did; it showed BJX at 11000 feet. On the MFD it was so difficult to read it because it had lines all over it and wasn't readable. We remained clear of the terrain and landed without any further issues. The ATIS does not specify which DME approach they are using. The waypoints on the FMS have complete different wording than on the approach plates. The 11000 feet over BJX on the MFD has many lines over it making it nearly impossible to read it. All this things together added up and caused us to be in an undesired state to where the AC gave us a terrain message. Part of the fix is notifying you about this to see if something can be done about the FMS fixes wording to match that of the plates or vice versa. This would help tremendously. Also; it would help if tower could broadcast on the ATIS which approach they are doing. They do the same approach; either 1 or 2; all day long almost so why not broadcast that on the ATIS (VOR DME 1 Rwy 31 as opposed to VOR DME Rwy 31). I will definitely review the plates over and over and over to make sure this does not happen again. I'm really disappointed in myself about this and will make sure to not go through a similar experience again. There is a lot more terrain information provided for Monterrey than for BJX and it should improve. I hope this helps prevent other from making the same mistake. Approach plate could state cross BJX at 11000 feet to help prevent this as well.




Synopsis: Air carrier Captain experiences confusion over which VOR DME Runway 31 approach to use landing MMLO during a daylight VMC approach. The VOR DME 2 approach is selected in the FMC while the VOR DME 1 approach plate is the planed procedure. The aircraft is descended to 8;700 feet prior to BJX resulting in a terrain warning.