Narrative:

Flight crew called from reserve. First officer new to aircraft and had never been to skbo; captain very familiar with both the aircraft and skbo. At gate; before departure; captain verified that first officer had reviewed the airport pages for skbo and briefed the requirements; differences and procedures for an arrival and landing at a high altitude airport. Captain flew the leg. While en route; a thorough briefing of the arrival; approach and missed approach procedures; both normal and engine out was performed and set up. Weather was checked en route; with overcast skies and light rain being reported. Actual weather during the arrival was IMC in heavy rain; moderate turbulence and icing conditions. Actual weather during the approach was VFR in heavy rain. Zip 1H arrival was performed with runway 13L approach set up and expected. Half way through the arrival procedure; ATC cleared us direct to bog VOR and cleared us to descend and maintain 14;000 ft. Captain started a shallow descent to the cleared altitude; so that we would be abeam the first altitude restriction of 15;000 and then continued the descent to 14;000 ft. Next altitude restriction on the arrival is 13;000; but ATC kept us at 14;000. ATC then cleared us for 13R approach. 13R ILS was selected; set up and briefed by the captain. Particular emphasis was given to the fact that we would be starting the approach from a higher altitude than normal. Also the time to slow down; descend and configure would be less than on the normal arrival routing. Captain slowed and configured early. Shortly after starting the ILS approach; we broke out of the overcast and the runway was in sight. The captain continued the approach while correcting to the glide slope with the help of speed brakes. By a 1;000 ft the landing was assured and speed brakes were retracted at around 500 ft. A normal landing and soft touchdown was performed from that point. While there is no excuse to deviate from SOP's; in this particular event I feel that the prudent thing to do was to land the aircraft. I felt I was solo for the most part. The first officer was a new guy that should not be in this situation to begin with. I am very familiar with this airport and very comfortable with the airplane and that was my first mistake. I was not happy with the fact that the first officer had never been to skbo but; due to the reasons stated above and with a thorough briefing and set up I felt we could continue with the flight. Next time I will not fool myself. I believe and respectfully submit it is time to bring back the [special] airport training for the new guys. The expertise and guidance of a check airman is what is needed in situations like this. We will have new captain's and already have new first officer's that sorely need this training.

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Original NASA ASRS Text

Title: Air carrier Captain reports flying a trip to SKBO with a First Officer new to the aircraft and to the airport. Rain and turbulence are encountered during the arrival and ATC keeps the crew higher than normal before clearing them for the ILS. An unstabilized approach ensues which the Captain elects to continue to a normal landing; due to the weather and the inexperience of the First Officer.

Narrative: Flight crew called from reserve. First Officer new to aircraft and had never been to SKBO; Captain very familiar with both the aircraft and SKBO. At gate; before departure; Captain verified that First Officer had reviewed the airport pages for SKBO and briefed the requirements; differences and procedures for an arrival and landing at a high altitude airport. Captain flew the leg. While en route; a thorough briefing of the arrival; approach and missed approach procedures; both normal and engine out was performed and set up. Weather was checked en route; with overcast skies and light rain being reported. Actual weather during the arrival was IMC in heavy rain; moderate turbulence and icing conditions. Actual weather during the approach was VFR in heavy rain. ZIP 1H arrival was performed with Runway 13L approach set up and expected. Half way through the arrival procedure; ATC cleared us direct to BOG VOR and cleared us to descend and maintain 14;000 FT. Captain started a shallow descent to the cleared altitude; so that we would be abeam the first altitude restriction of 15;000 and then continued the descent to 14;000 FT. Next altitude restriction on the arrival is 13;000; but ATC kept us at 14;000. ATC then cleared us for 13R approach. 13R ILS was selected; set up and briefed by the Captain. Particular emphasis was given to the fact that we would be starting the approach from a higher altitude than normal. Also the time to slow down; descend and configure would be less than on the normal arrival routing. Captain slowed and configured early. Shortly after starting the ILS approach; we broke out of the overcast and the runway was in sight. The Captain continued the approach while correcting to the glide slope with the help of speed brakes. By a 1;000 FT the landing was assured and speed brakes were retracted at around 500 FT. A normal landing and soft touchdown was performed from that point. While there is no excuse to deviate from SOP's; in this particular event I feel that the prudent thing to do was to land the aircraft. I felt I was solo for the most part. The First Officer was a new guy that should NOT be in this situation to begin with. I am very familiar with this airport and very comfortable with the airplane and that was my first mistake. I was not happy with the fact that the First Officer had never been to SKBO but; due to the reasons stated above and with a thorough briefing and set up I felt we could continue with the flight. Next time I will not fool myself. I believe and respectfully submit it is time to bring back the [special] airport training for the new guys. The expertise and guidance of a check airman is what is needed in situations like this. We will have new Captain's and already have new First Officer's that sorely need this training.

Data retrieved from NASA's ASRS site as of April 2012 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.