Narrative:

Captain-PF; first officer-pmfiled to fly MQU1A arrival into skbo. Prior to mqu; first officer listened to ATIS and reported landings to runways 13 left and right. We briefed approach to ILS runway 13L.approaching mqu; controller directed turn direct to vulam. Weather radar and visual sighting indicated a large thunderstorm cell over vulam. First officer informed controller we could not proceed to vulam due to weather. Controller next directed us to proceed direct to bogota VOR (bog) and maintain 310 knots and descend to 14;000 feet. Airport briefing page lists speed restrictions of IAS 270 KTS below fl 250. Approaching 14;000 feet we were handed off to approach controller. Approach controller assigned 250 KTS and approach RNAV runway 13R. We were also cleared direct to nepop. At this point I felt slightly rushed. I loaded the RNAV 13R approach and selected the nepop transition. As pilot flying; I briefed the approach. The approach loaded and appeared in the box as follows. Line 1- nepop procedural hold at 13;000 feet; line 2- nepop at 12;000 feet; line 3 urulo (FAF) at 10;000 feet; line 4- RWY13R. Knowing the controller did not expect us to enter a procedural hold at nepop; I attempted to line select line 2 (nepop at 12;000 feet) to line 1. The box did not allow that action. At this time I elected to concentrate on slowing the airplane down for the approach. I directed the first officer to work at getting the correct sequence of waypoints for the intended approach. The first officer thought he had solved the problem by line selecting line 3 urulo to line 2. This action displayed the proper sequence of nepop followed by urulo. By this time the aircraft was in the approach mode since flaps 1 had been selected. When VNAV was selected VNAV path displayed in FMA. Thinking the approach was correctly sequenced; I directed the first officer to set 9;100 in the MCP altitude window. The autopilot is on. Soon the autopilot started a slow descent. Within a few hundred feet we broke out of the clouds. At this time; we saw the airport and all surrounding terrain. At this time I suspected we were low on the approach based on visual cues. The aircraft gave an altitude and pull up warning as we passed over a ridge. I elected to not respond to these warnings since I had visual on all terrain. We proceeded to runway 13R and made a normal landing. Once at the gate; we experimented with the CDU to see why this had happened. If we had selected the approach without the nepop transition; the approach would have loaded without the procedural hold as we intended to fly the approach. Since I selected the approach with the nepop transition we faced with the problem of the unwanted procedural hold a nepop. At the gate; we confirmed that nepop on line 2 could not be line selected to line 1. By line selecting urulo to line 2 the proper sequence of waypoints were displayed. However; the altitude of 12;000 feet at nepop was dropped. It was possible to manually insert an altitude of 12;000 feet at nepop. Looking back with 20/20 hindsight; I now believe when urulo was line selected to line 2 we lost the altitude protection of 12;000 feet at nepop. Altitudes at each waypoint on a non-ILS approach must be checked after any and all waypoint modifications.

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Original NASA ASRS Text

Title: Air carrier flight crew reported descending below charted altitude and receiving a GPWS terrain warning on approach to SKBO; following a late runway change. Crew had some difficulty with FMS programming that was cited as a contributing factor.

Narrative: Captain-PF; FO-PMFiled to fly MQU1A arrival into SKBO. Prior to MQU; FO listened to ATIS and reported landings to runways 13 left and right. We briefed approach to ILS Runway 13L.Approaching MQU; controller directed turn direct to VULAM. Weather radar and visual sighting indicated a large thunderstorm cell over VULAM. FO informed controller we could not proceed to VULAM due to weather. Controller next directed us to proceed direct to Bogota VOR (BOG) and maintain 310 knots and descend to 14;000 feet. Airport Briefing Page lists speed restrictions of IAS 270 KTS below FL 250. Approaching 14;000 feet we were handed off to approach controller. Approach controller assigned 250 KTS and approach RNAV RWY 13R. We were also cleared direct to NEPOP. At this point I felt slightly rushed. I loaded the RNAV 13R approach and selected the NEPOP transition. As pilot flying; I briefed the approach. The approach loaded and appeared in the box as follows. Line 1- NEPOP Procedural Hold at 13;000 feet; Line 2- NEPOP at 12;000 feet; Line 3 URULO (FAF) at 10;000 feet; Line 4- RWY13R. Knowing the controller did not expect us to enter a Procedural Hold at NEPOP; I attempted to line select Line 2 (NEPOP at 12;000 feet) to Line 1. The box did not allow that action. At this time I elected to concentrate on slowing the airplane down for the approach. I directed the FO to work at getting the correct sequence of waypoints for the intended approach. The FO thought he had solved the problem by line selecting Line 3 URULO to Line 2. This action displayed the proper sequence of NEPOP followed by URULO. By this time the aircraft was in the approach mode since flaps 1 had been selected. When VNAV was selected VNAV PATH displayed in FMA. Thinking the approach was correctly sequenced; I directed the FO to set 9;100 in the MCP altitude window. The autopilot is on. Soon the autopilot started a slow descent. Within a few hundred feet we broke out of the clouds. At this time; we saw the airport and all surrounding terrain. At this time I suspected we were low on the approach based on visual cues. The aircraft gave an ALTITUDE and PULL UP warning as we passed over a ridge. I elected to not respond to these warnings since I had visual on all terrain. We proceeded to runway 13R and made a normal landing. Once at the gate; we experimented with the CDU to see why this had happened. If we had selected the approach without the NEPOP transition; the approach would have loaded without the procedural hold as we intended to fly the approach. Since I selected the approach with the NEPOP transition we faced with the problem of the unwanted procedural hold a NEPOP. At the gate; we confirmed that NEPOP on Line 2 could not be line selected to Line 1. By line selecting URULO to Line 2 the proper sequence of waypoints were displayed. However; the altitude of 12;000 feet at NEPOP was dropped. It was possible to manually insert an altitude of 12;000 feet at NEPOP. Looking back with 20/20 hindsight; I now believe when URULO was line selected to line 2 we lost the altitude protection of 12;000 feet at NEPOP. Altitudes at each waypoint on a non-ILS approach must be checked after any and all waypoint modifications.

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.