Narrative:

Prior to descent; the arrival; approach and taxi plan for 5R was briefed and discussed. No digital ATIS is available at MMMX and we were too far out to adequately hear the ATIS verbally. Metar winds and dispatch planning favored 5R. Notams were reviewed and although taxiway B6 was notamed as closed; it was not considered as it did not pertain to our landing runway. Approximately 10 miles before TOD we were issued an arrival and runway change. We worked together to load and brief the new procedure. ATC issued multiple instructions to us including large speed reductions and it became a very high workload environment. On the landing roll out I had briefed and planned to turn off on B7. The approach had a 7 knot quartering tailwind and I landed towards the far end of the touch down zone. After slowing the aircraft it became apparent that I would not be able to make the turn off at B7 so I turned off at B6. After turning on to B6 ATC told us to taxi down the runway to a further intersection for turnoff. We were already on B6 and advised ATC that we could not execute a 180 turn as the taxiway was too narrow. ATC told us that if we did not turn we would 'close the airport.' we again told ATC that we were unable to execute a 180 turn. We were later able to taxi forward a bit to completely clear the runway. ATC advised that we could shut down engines as we would have to wait for runway 23R to open so that we could taxi across. This delayed our gate arrival by about 30 minutes. Contributing was that I had not flown in to MMMX for over 5 years and the first officer had not flown in for over 10 years.

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Original NASA ASRS Text

Title: B737 Captain arriving MMMX notes that taxiway B6 is NOTAMed closed; but does not expect it to be a factor. After arrival and runway changes; and numerous speed adjustment by ATC; the NOTAM is forgotten about until it does become a factor.

Narrative: Prior to descent; the arrival; approach and taxi plan for 5R was briefed and discussed. No digital ATIS is available at MMMX and we were too far out to adequately hear the ATIS verbally. METAR winds and dispatch planning favored 5R. NOTAMs were reviewed and although taxiway B6 was NOTAMed as closed; it was not considered as it did not pertain to our landing runway. Approximately 10 miles before TOD we were issued an arrival and runway change. We worked together to load and brief the new procedure. ATC issued multiple instructions to us including large speed reductions and it became a very high workload environment. On the landing roll out I had briefed and planned to turn off on B7. The approach had a 7 knot quartering tailwind and I landed towards the far end of the touch down zone. After slowing the aircraft it became apparent that I would not be able to make the turn off at B7 so I turned off at B6. After turning on to B6 ATC told us to taxi down the runway to a further intersection for turnoff. We were already on B6 and advised ATC that we could not execute a 180 turn as the taxiway was too narrow. ATC told us that if we did not turn we would 'close the airport.' We again told ATC that we were unable to execute a 180 turn. We were later able to taxi forward a bit to completely clear the runway. ATC advised that we could shut down engines as we would have to wait for Runway 23R to open so that we could taxi across. This delayed our gate arrival by about 30 minutes. Contributing was that I had not flown in to MMMX for over 5 years and the FO had not flown in for over 10 years.

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.