Narrative:

On descent via the ISVAT2E into skbo; inside flote. We had just updated the ATIS and it reported 13R still being the active. Then approach assigned us a runway change. We received a runway change from 13R via ISVAT2E to 31L via ISVAT2W.we were leveling at 17;000 MSL; when this all occurred. We then focused on entering the new arrival runway into the mcdu. As the first officer hit exec; the entire route dropped out of the FMS except for marquita (mqu); our to waypoint. We were flying at 250 knots (ATC assigned) and hurriedly tried to rebuild the runway and arrival. During the rebuild; a discontinuity was present as we were trying to get this properly sequenced. This was delayed as we were looking for the VOR-D approach into 31L in the mcdu. This procedure was not in the database. Once I confirmed the initial route and had good navigation; I began a turn. We were past mqu; our turn point; by roughly a mile as I commenced my turn to head to the next fix that was not properly displayed but once the discontinuity was cleared; indicated properly. As we were in the turn; ATC inquired if we were turning; we replied that we had encountered some difficulty and we were already in the turn. We were about to report this to ATC when they inquired. Upon rollout; we were given direct to amves and assigned to cross it at 215 knots and 13;000.late runway/arrival change even though the ATIS said our plan we had built was the expected runway. Pilot flying workload that hindered better monitoring of my first officer's inputs into the FMS. ATC english not being their primary language. Pilot flying's first time operating into skbo. High terrain with broken to scattered clouds. I would have turned sooner had I been more familiar and had we not been in the vicinity of high terrain without a reliable point to aim at during the turn. I chose to stay on my heading because it was safer until we had a proper fix identified. We were flying over a valley and I could see the terrain clearances ahead; the clouds were masking a few areas to our east. I've never been happier to have enhanced GPWS.this airport needs special attention by our training department and it should most definitely be added to our international training. I think we should replicate the late runway and arrival changes; vectors off the route to another fix along with entering a crossing restriction and building an approach that had to be manually entered because it wasn't in the database. I've never encountered a scenario quite like this one. Had this scenario occurred in night IMC; I would have asked for a climb to MSA and a hold to rebuild everything without time compression. The fact it was day time and the broken layer the was noticeably improving to scattered layer of clouds; coupled with the enhanced GPWS returns of a green route; gave me a false sense of security that we could continue. It worked today but I have learned that I won't do that again. If I had to do it over again; I'd ask for a climb to MSA and go find a place to hold and rebuild even though the weather was improving. Lesson learned.

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Original NASA ASRS Text

Title: Air carrier Captain reported loss of FMS active route while programing late runway change into the MCDU during initial descent.

Narrative: On descent via the ISVAT2E into SKBO; inside FLOTE. We had just updated the ATIS and it reported 13R still being the active. Then approach assigned us a runway change. We received a runway change from 13R via ISVAT2E to 31L via ISVAT2W.We were leveling at 17;000 MSL; when this all occurred. We then focused on entering the new arrival runway into the MCDU. As the FO hit EXEC; the entire route dropped out of the FMS except for MARQUITA (MQU); our TO waypoint. We were flying at 250 Knots (ATC assigned) and hurriedly tried to rebuild the runway and arrival. During the rebuild; a discontinuity was present as we were trying to get this properly sequenced. This was delayed as we were looking for the VOR-D approach into 31L in the MCDU. This procedure was not in the database. Once I confirmed the initial route and had good NAV; I began a turn. We were past MQU; our turn point; by roughly a mile as I commenced my turn to head to the next fix that was not properly displayed but once the discontinuity was cleared; indicated properly. As we were in the turn; ATC inquired if we were turning; we replied that we had encountered some difficulty and we were already in the turn. We were about to report this to ATC when they inquired. Upon rollout; we were given direct to AMVES and assigned to cross it at 215 knots and 13;000.Late runway/arrival change even though the ATIS said our plan we had built was the expected runway. Pilot flying workload that hindered better monitoring of my first officer's inputs into the FMS. ATC English not being their primary language. Pilot Flying's first time operating into SKBO. High terrain with broken to scattered clouds. I would have turned sooner had I been more familiar and had we not been in the vicinity of high terrain without a reliable point to aim at during the turn. I chose to stay on my heading because it was safer until we had a proper fix identified. We were flying over a valley and I could see the terrain clearances ahead; the clouds were masking a few areas to our east. I've never been happier to have Enhanced GPWS.This airport needs special attention by our training department and it should most definitely be added to our international training. I think we should replicate the late runway and arrival changes; vectors off the route to another fix along with entering a crossing restriction and building an approach that had to be manually entered because it wasn't in the database. I've never encountered a scenario quite like this one. Had this scenario occurred in night IMC; I would have asked for a climb to MSA and a hold to rebuild everything without time compression. The fact it was day time and the broken layer the was noticeably improving to scattered layer of clouds; coupled with the enhanced GPWS returns of a green route; gave me a false sense of security that we could continue. It worked today but I have learned that I won't do that again. If I had to do it over again; I'd ask for a climb to MSA and go find a place to hold and rebuild even though the weather was improving. Lesson learned.

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.