Narrative:

Egpws terrain warning due to descending early on clearance from 14;000 ft to 12;000 ft approaching the bog VOR. First officer (pilot monitoring) was on second trip after IOE and was task saturated due to difficulty understanding radio instructions and communicating back to them. I (pilot flying) misunderstood what the first officer said and started descent at approximately 15 - 20 miles prior to VOR instead of 9 DME prior. VMC and looking at rising terrain. We were over a valley but had a ridge line close off the left wing. Maintained course and terrain clearance visually and continued approach. The terrain warning did startle me and I disconnected the autopilot and auto throttles but did not pull up; as I realized I had safe visual terrain clearance along my flight path.three special qual airports in one day on an international trip with a brand new first officer combined with foreign controller accents made for a very challenging long day. Required to make the takeoff and landings by the flight operations manual; in retrospect I would have the first officer fly after the takeoff and then take the aircraft back for the landing on final. This would have allowed me to deal with communication difficulties and manage the flight while the new first officer just concentrated on aircraft control. Bad idea for scheduling to draft a brand new first officer for second trip after IOE to go to south america.

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Original NASA ASRS Text

Title: Air Carrier Captain reports descending early during arrival into SKBO in VMC due to misunderstanding what the First Officer read back to the Controller. An EGPWS warning is triggered. The First Officer was on his second trip after IOE and was having difficulty with foreign accents.

Narrative: EGPWS Terrain warning due to descending early on clearance from 14;000 FT to 12;000 FT approaching the BOG VOR. First Officer (pilot monitoring) was on second trip after IOE and was task saturated due to difficulty understanding radio instructions and communicating back to them. I (pilot flying) misunderstood what the First Officer said and started descent at approximately 15 - 20 miles prior to VOR instead of 9 DME prior. VMC and looking at rising terrain. We were over a valley but had a ridge line close off the left wing. Maintained course and terrain clearance visually and continued approach. The terrain warning did startle me and I disconnected the autopilot and auto throttles but did not pull up; as I realized I had safe visual terrain clearance along my flight path.Three Special Qual airports in one day on an international trip with a brand new First Officer combined with foreign controller accents made for a very challenging long day. Required to make the takeoff and landings by the Flight Operations Manual; in retrospect I would have the First Officer fly after the takeoff and then take the aircraft back for the landing on final. This would have allowed me to deal with communication difficulties and manage the flight while the new First Officer just concentrated on aircraft control. Bad idea for scheduling to draft a brand new First Officer for second trip after IOE to go to South America.

Data retrieved from NASA's ASRS site as of July 2013 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.