A319
Aircraft Equipment Problem Less Severe
General None Reported / Taken
[We] were on arrival into SKBO and were given 2 different arrivals and 2 different runways. We were in VFR conditions on approach just about over BOG VOR on a heading to intercept. Got alert; arrested descent; runway was in sight [so we] continued under visual conditions and landed. [We] saw no red alerts and we were clear of mountains.
Due to delays; we flew down to SKBO during the day. Arrival weather was VFR with a 16;000 FT cloud deck and visibility was about 10 NM. During descent into SKBO via the MARIQUITA ONE ALFA (MQU1A) STAR with the ILS 13L set-up; Bogota Control directed us to fly an alternate route - W25- VULUM-A567-BOG for ILS 13L. While proceeding to VULUM; Control recleared us 'direct BOG; descend to 12;000 FT' and contact Bogota Approach. Bogota Approach confirmed our check-in and directed us to continue 'direct BOG but fly ILS 13R'. While reprogramming for this new runway; we descended below the 16;000 FT cloud deck and became VFR. Just as I completed the reprogramming for the transition to 13R; Bogota Approach directed us to 'turn 150 degrees; on that heading; intercept the ILS 13R approach; descend to 10;000 FT'. I could visually see the terrain to our left - which was the ridge that points down from the northeast toward the BOG VOR. The turn to 150 degrees put our track away from the ridgeline. Just as the First Officer noted 'LOC Capture'; we got a Red MASTER WARNING light and a 'TERRAIN; TERRAIN; PULL UP; PULL UP' callout. I immediately disconnected the autopilot and prepared to execute the escape maneuver but there was visually no terrain in front of us and no red areas highlighted/displayed on the ND. Our altimeter showed 10;800 FT and we were passing abeam the BOG VOR; on the LOC to 13R with the airport area in sight. The alert stopped after one cycle and we continued uneventfully to touchdown on [Runway] 13R. I believe I triggered the alert due to closure with a spot elevation/tower at 11;200 FT (as shown on the SKBO Area Chart) based on where we were in relation to the BOG VOR and the ridgeline when Approach Control gave us the 150 degree heading we would have been pointed at that point until the LOC capture was initiated. I think once the airplane began to turn; the spot elevation was no longer a threat and the alert was cancelled.I won't descend below 12;000 until past the BOG VOR whether I am in IMC or VMC; day or night. This will avoid any undesirable terrain closure. Slowing the aircraft to 190 KTS by the BOG VOR - their procedure - gives plenty of time to descend; complete configuration and fly a stable approach.
A319 flight crew experiences an EGPWS terrain warning abeam BOG at 10;800 during an  ILS to Runway 13R in VMC. Terrain was not a factor but the hill at 11;200 FT southwest of the localizer was thought to have been the trigger.