Narrative:

Clearance was eneko marux V4 sjd. While descending into mmsd; we were on V4 between eneko and marux; then after marux; given clearance to descend to 6000. Approximately 20 miles from the sjd VOR; we were cleared the VOR DME-2 rwy 16 approach. The FMS was programmed from marux to the D11.0 fix; instead of including the the IAF (which is the DME 15.0 fix). The approach plate is confusing; and led us to believe we were cleared to descend to 3600 when we had to wait until the IAF; which was not programmed correctly into the FMS. ATC informed us that we were descending early and below his MVA. He cleared us to level off; and continue on a visual approach. We were in VMC conditions the entire time. The two aircraft arriving before us were given headings to intercept the approach; and the controller was very difficult to understand; and was unintelligible at times. I was the pilot flying and this was also my first time flying into cabo; as well as my only international flight since I completed training. Those factors combined with unclear approach charts (especially depicting the transition from the encounter structure to approach); as well as the controller stating 'cleared for VOR DME-2 rwy 2 approach' without saying 'via marux'; led us to omit the IAF during our briefing and approach. I believe this could have been avoided by having better awareness about confusing which waypoint is the initial approach fix. Something as simple as giving the IAF; D25; and the D11 fixes names would make the charts and radio communications less confusing. Also; communicating to the crews that this approach clearance can be easily misunderstood.

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Original NASA ASRS Text

Title: A320 First Officer reported descending early on the VOR-DME-2 Runway 16 approach to MMSD; citing chart confusion and poor ATC communications as contributing.

Narrative: Clearance was ENEKO MARUX V4 SJD. While descending into MMSD; we were on V4 between ENEKO and MARUX; then after MARUX; given clearance to descend to 6000. Approximately 20 miles from the SJD VOR; we were cleared the VOR DME-2 Rwy 16 approach. The FMS was programmed from MARUX to the D11.0 fix; instead of including the the IAF (which is the DME 15.0 fix). The approach plate is confusing; and led us to believe we were cleared to descend to 3600 when we had to wait until the IAF; which was not programmed correctly into the FMS. ATC informed us that we were descending early and below his MVA. He cleared us to level off; and continue on a visual approach. We were in VMC conditions the entire time. The two aircraft arriving before us were given headings to intercept the approach; and the controller was very difficult to understand; and was unintelligible at times. I was the pilot flying and this was also my first time flying into Cabo; as well as my only international flight since I completed training. Those factors combined with unclear approach charts (especially depicting the transition from the encounter structure to approach); as well as the controller stating 'cleared for VOR DME-2 Rwy 2 Approach' without saying 'VIA MARUX'; led us to omit the IAF during our briefing and approach. I believe this could have been avoided by having better awareness about confusing which waypoint is the initial approach fix. Something as simple as giving the IAF; D25; and the D11 fixes names would make the charts and radio communications less confusing. Also; communicating to the crews that this approach clearance can be easily misunderstood.

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.