Narrative:

On the DATUL2A arrival landing 05R we programmed the FMS with STAR DATU2A; ILS 05R. The database did not allow or show any transitions or vias. I briefed the ILS DME 5R; plate 11-2. This approach tracks outbound from smo then joins the localizer. The FMS database did not show this track outbound and showed a discontinuity between smo [and] CI05R. We deleted the discontinuity to connect smo to CI05R (incorrectly). We verified the track in the FMS agreed with the jeppesen chart. When we passed slm; approach control gave us direct to mavek and cleared for the RNAV ILS 05R. I had never heard of an RNAV ILS so I thought it just language/accent issue and continued with the ILS plan we had made. I confirmed with the captain (ca) that we were cleared for the approach. At this point mavek is not programmed in the FMS because we were expecting to go over smo. The ca said he saw mavek on the other jeppesen chart for the GPS approach and that smo [and] mavek are the same spot. He programmed direct to mavek; which put in a discontinuity; so I then connected it to CI05R. It was still looking good to both of us at this point. We started to slow to 160 KIAS and get configured per the 10-7 pages but ATC requested 200 KIAS until mavek which we accepted. Just before mavek I reselected 160 KIAS. For an unknown reason; reaching mavek; the aircraft reverted to heading mode flying straight ahead on our current heading and did not turn left as we expected. The ca quickly said that it was in heading mode and we need to turn left. At this time ATC also called us and asked if we were going to turn left. We replied yes. I intervened by pressing the heading button to arm the navigation which it captured right away with a hard left turn to re-intercept the course. Before mavek we were at 12;000 ft and had set 9;200 ft in the altitude select for the next step descent at CI05R (incorrectly). ATC must have seen our sharp turn to re-intercept our course and gave us a vector for the 05R localizer. I think it was around a 160 degree heading to join. We took the heading and continued our descent to 9;200 ft. Reaching 9;200 ft ATC called us and said we were supposed to be at 9;700 ft. We replied and did an open climb back up to 9;700 ft. We received one more vector; about 10 degrees right of the previous heading to join. We joined the localizer and intercepted the glideslope. We were handed off to tower; cleared to land; and landed without further incident.we knew that MMMX was considered an enhanced threat airport and I prepared by completing a MMMX powerpoint presentation in learning on line. We had also thoroughly reviewed all the company charts in the jeppesen app. The first contributing factor was the fact that although MMMX is shown to have d-atis we were unable to retrieve ATIS through our ACARS. All we could receive was term WX which was helpful but did not print approaches in use and landing runways. The ca had to listen to the ATIS over the normal frequency and write it down. It was broadcast in spanish and english. The parts I heard were hard to understand but ILS 05R was clear enough.the next factor was the FMS database and jeppesen charts. The only FMS choices are for the ILS05R; VOR05R; or the basic 05R. There is no RNAV/GPS 05R or ILS DME 05R. Additionally; once we selected ILS 05R with the DATU2A; there were no options to select a transition or via. With this combination of DATU2A [and] ILS05R it displays a discontinuity between smo [and] CI05R and omits outer waypoints. Now I know that to display the entire ILS 05R you have to select no STAR but this is cumbersome because you are flying the STAR up until you get cleared for the approach. As to the jeppesen charts; plate 11-1 RNAV (GPS) or ILS rwy 05R [and] plate 11-2 ILS DME 05R; are too similar and easily confused. Both plates have the word ILS in them. Also the first plate 11-1; the one we actually should've used; starts with RNAV/GPS so I think we instantly overlooked it and didn't further readthe 'or ILS 05R' part of it. I would suggest that this plate should split into each of its respective functions instead of a combo plate. I would also suggest that the FMS database be able to accept DATU2A; ILS 05R via mavek. Another problem with the DATU2A is that it has you fly to slm then track slm R-219 to smo and expect approach authorization from there (it's even labeled IAF on the STAR plate). Smo happens to be the IAF for plate 11-2 ILS DME 05R. I feel like it leads you to that approach. 1. Split jeppesen chart 11-1 into two separate procedures. 2. Update FMS database to allow approach vias. Update FMS to include ILS DME 05R. 3. Include info in the MMMX training powerpoint about putting in no STAR to activate all fixes. Include a warning not to confuse the ILS 05R with the ILS DME 05R.

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Original NASA ASRS Text

Title: A320 First Officer experiences confusion after Approach Control gave him direct to MAVEK and cleared for the RNAV ILS 05R at MMMX. The plain ILS 05R is selected from the FMGC database but no transition from SMO is available and is created manually. Heading and altitude deviations occur and ATC eventually takes over with vectors and altitude assignments.

Narrative: On the DATUL2A Arrival landing 05R we programmed the FMS with STAR DATU2A; ILS 05R. The database did not allow or show any transitions or vias. I briefed the ILS DME 5R; plate 11-2. This approach tracks outbound from SMO then joins the localizer. The FMS database did not show this track outbound and showed a discontinuity between SMO [and] CI05R. We deleted the discontinuity to connect SMO to CI05R (Incorrectly). We verified the track in the FMS agreed with the Jeppesen Chart. When we passed SLM; Approach Control gave us direct to MAVEK and cleared for the RNAV ILS 05R. I had never heard of an RNAV ILS so I thought it just language/accent issue and continued with the ILS plan we had made. I confirmed with the Captain (CA) that we were cleared for the approach. At this point MAVEK is not programmed in the FMS because we were expecting to go over SMO. The CA said he saw MAVEK on the other Jeppesen Chart for the GPS approach and that SMO [and] MAVEK are the same spot. He programmed direct to MAVEK; which put in a discontinuity; so I then connected it to CI05R. It was still looking good to both of us at this point. We started to slow to 160 KIAS and get configured per the 10-7 pages but ATC requested 200 KIAS until MAVEK which we accepted. Just before MAVEK I reselected 160 KIAS. For an unknown reason; reaching MAVEK; the aircraft reverted to heading mode flying straight ahead on our current heading and did not turn left as we expected. The CA quickly said that it was in heading mode and we need to turn left. At this time ATC also called us and asked if we were going to turn left. We replied yes. I intervened by pressing the heading button to arm the NAV which it captured right away with a hard left turn to re-intercept the course. Before MAVEK we were at 12;000 FT and had set 9;200 FT in the ALT Select for the next step descent at CI05R (Incorrectly). ATC must have seen our sharp turn to re-intercept our course and gave us a vector for the 05R localizer. I think it was around a 160 degree heading to join. We took the heading and continued our descent to 9;200 FT. Reaching 9;200 FT ATC called us and said we were supposed to be at 9;700 FT. We replied and did an open climb back up to 9;700 FT. We received one more vector; about 10 degrees right of the previous heading to join. We joined the localizer and intercepted the glideslope. We were handed off to Tower; cleared to land; and landed without further incident.We knew that MMMX was considered an enhanced threat airport and I prepared by completing a MMMX PowerPoint presentation in Learning on Line. We had also thoroughly reviewed all the Company Charts in the Jeppesen app. The first contributing factor was the fact that although MMMX is shown to have D-ATIS we were unable to retrieve ATIS through our ACARS. All we could receive was TERM WX which was helpful but did not print approaches in use and landing runways. The CA had to listen to the ATIS over the normal frequency and write it down. It was broadcast in Spanish and English. The parts I heard were hard to understand but ILS 05R was clear enough.The next factor was the FMS database and Jeppesen Charts. The only FMS choices are for the ILS05R; VOR05R; or the basic 05R. There is no RNAV/GPS 05R or ILS DME 05R. Additionally; once we selected ILS 05R with the DATU2A; there were no options to select a Transition or Via. With this combination of DATU2A [and] ILS05R it displays a discontinuity between SMO [and] CI05R and omits outer waypoints. Now I know that to display the entire ILS 05R you have to select NO STAR but this is cumbersome because you are flying the STAR up until you get cleared for the approach. As to the Jeppesen Charts; plate 11-1 RNAV (GPS) OR ILS Rwy 05R [and] plate 11-2 ILS DME 05R; are too similar and easily confused. Both plates have the word ILS in them. Also the first plate 11-1; the one we actually should've used; starts with RNAV/GPS so I think we instantly overlooked it and didn't further readthe 'OR ILS 05R' part of it. I would suggest that this plate should split into each of its respective functions instead of a combo plate. I would also suggest that the FMS database be able to accept DATU2A; ILS 05R via MAVEK. Another problem with the DATU2A is that it has you fly to SLM then track SLM R-219 to SMO and expect approach authorization from there (it's even labeled IAF on the STAR Plate). SMO happens to be the IAF for plate 11-2 ILS DME 05R. I feel like it leads you to that approach. 1. Split Jeppesen Chart 11-1 into two separate procedures. 2. Update FMS Database to allow approach vias. Update FMS to include ILS DME 05R. 3. Include info in the MMMX training PowerPoint about putting in NO STAR to activate all fixes. Include a warning not to confuse the ILS 05R with the ILS DME 05R.

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.