B737 Undifferentiated or Other Model
Flight Crew Last 90 Days 250; Flight Crew Total 16500; Flight Crew Type 13000
Situational Awareness
Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors
On perfectly clear night with airport and runway already in sight we were cleared to descend to 12;000 ft and cleared for ILS 13L. Pilot not flying set 12;000 in MCP and I verified the altitude. I verified VNAV and LNAV and then verified with the pilot not flying that 12;000 was in the FMC on legs page at BOG so we were protected and cleared to set the FAF altitude of 10;000 since we were cleared for the approach. So the pilot not flying set 10;000 and I verified it. A minute or so later ATC asked what our indicated speed was and we reported 285kts. ATC asked if we could hold that speed to 8 miles prior to BOG. I told the pilot not flying that we could and they then gave us that clearance. To manage the speed I decided to use level change and selected it and verbalized it. I got fixated on handling the speed and focused on how I was going to manage that and did not change the MCP altitude back to 12;000 for prior to BOG. With the runway in sight I was fixated on looking out at the runway and looking at where I was from BOG VOR and never looked at the MCP altitude. As we were inside of 8 DME from BOG I reduced the MCP speed to Min Flaps speed to setup the slow down for the approach still focused more outside. Just before the GPWS gave a terrain pull up command I had recognized our altitude which was around 10;600 and that we were about 1 miles outside of BOG VOR. I turned off the autopilot and began an immediate climb back up to 12;000. Runway remained in sight entire time except as I raised the nose up for the climb. Pilot not flying reported to ATC that we had received GPWS and were climbing. ATC said to climb to 12;000 ft. Leveled at 12;000 ft just past BOG VOR and then proceeded with the approach to a landing on 13L.
On descent to final approach; cleared to 12000 then cleared for the ILS at the BOG VOR. I selected 12000 feet on MCP altitude; Captain asked to put 10000 (final approach altitude inside the VOR) as we were cleared for the approach; ILS RWY 13L; he pointed out to the FMC altitudes; said we were protected by FMC altitudes (VNAV and LNAV was selected). We were inbound on the 138 radial inbound to the VOR. Terrain mode was on both our screens; we had visual with the runway and I could see the lights below us.We were descending at 285 knots; ATC requested we maintain that speed to 8nm DME prior to the VOR. Captain selected LVL CHG; speed 285. He then put the fix on the FMC; but when trying to set the speed restriction; the FMC did not accept it as the Descend mode had locked in the flap speed. He added the new speed in the box; and selected VNAV. (I did not verify that). I saw the lights on the ground getting really close and I mentioned we were low; we then got the terrain pull up from GPWS. Captain disconnected autopilot; added thrust and climbed back towards 12000 FT. I notified we were correcting altitude; and approach told us to maintain 12000 FT until the VOR. We continued with no further incidents.
B737 flight crew reported receiving a GPWS terrain alert on a night visual approach to SKBO when the pilot flying was using level change and the MCP altitude was inappropriately set.