Narrative:

We were originally cleared to the Datul4A STAR. The weather in MMMX had been affected by low vis/ceilings all day due to fog/mist. When we approached the coastline airplanes were just beginning to take off and land. The visibility had increased to 1/4 mile and we were asked to fly a 290 heading to intercept the 340 radial to slm. We complied and were given several heading changes to intercept. No change given to the arrival; but we saw and suspected that we would get the sasut arrival with an ILS to 5R; more than likely the ILS DME2. Eventually; after prodding; we were cleared to the sasut intersection and the arrival; with ILS DME2 5R. Around 4-5 n.m. From mavek we were told that the tower wanted us to fly the VOR/DME to 5R! We told them we refuse! After debate with the controller and explaining we had no time to prepare for an approach that close to the airport.we were level at 12;000 ft and vectored around for another approach. This time approaching mavek we were cleared the ILSDME5R 1 approach. We told them we had set up for the ILSDME2 approach; as they have different approach fixes to the FAF. We were cleared to mavek and continued the ILSDME2 approach. After getting established on the approach and inbound from plaza we were asked at least twice if we saw the runway. Negative! We finally saw the runway at [approximately] 300 ft AGL; called it and then we were cleared to land.on the ground; clearing the runway; the first officer and I were wrung out by the series of events. I am a non-frequent MMMX flyer and the co-pilot had just returned from a short school on the 320 from the 767.I fly to MMMX with trepidation just for these reasons. The controllers will give a clearance that will put you in conflict with the MEA; change clearances; argue with you over not doing exactly as they say; especially regarding speeds on the arrival and approach. This could have been a real disaster; changing approaches in mountainous territory; difficulty with heavily accented english and being unaware of other traffic intentions because of the majority of the radio traffic being in spanish.writing this does not convey the concern the first officer and I had during this whole approach. We need to impress upon the controllers in MMMX that not everyone knows; expects and understands the changes they throw out at the last minute. We need to impress upon them that we are really busy in their domain and need to have everything standardized for safety's sake.I think the controllers assume you are very familiar with their procedures; but are not knowledgeable about our aircraft operating systems. Couple this with strongly accented english and their intimate knowledge of the terrain; leads them to expect changes on short notice that a us based crew cannot comply with.please do not change stars or arrival procedure for 5L that close to the airport. In low IFR weather do not continuously request visual sighting of runway. Cleared to land at some point before the FAF and let the pilots fly the airplane and make their determination at the map.

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Original NASA ASRS Text

Title: A319 Captain reported high workload and confusion resulted from last minute changes to approach and runway assignments during arrival into MMMX.

Narrative: We were originally cleared to the Datul4A STAR. The weather in MMMX had been affected by low vis/ceilings all day due to fog/mist. When we approached the coastline airplanes were just beginning to take off and land. The visibility had increased to 1/4 mile and we were asked to fly a 290 heading to intercept the 340 radial to SLM. We complied and were given several heading changes to intercept. No change given to the arrival; but we saw and suspected that we would get the SASUT arrival with an ILS to 5R; more than likely the ILS DME2. Eventually; after prodding; we were cleared to the SASUT intersection and the arrival; with ILS DME2 5R. Around 4-5 n.m. from Mavek we were told that the Tower wanted us to fly the VOR/DME to 5R! We told them we refuse! After debate with the Controller and explaining we had NO time to prepare for an approach that close to the airport.We were level at 12;000 FT and vectored around for another approach. This time approaching MAVEK we were cleared the ILSDME5R 1 approach. We told them we had set up for the ILSDME2 approach; as they have different approach fixes to the FAF. We were cleared to MAVEK and continued the ILSDME2 approach. After getting established on the approach and inbound from PLAZA we were asked at least twice if we saw the runway. NEGATIVE! We finally saw the runway at [approximately] 300 FT AGL; called it and THEN we were cleared to land.On the ground; clearing the runway; the FO and I were wrung out by the series of events. I am a non-frequent MMMX flyer and the co-pilot had just returned from a short school on the 320 from the 767.I fly to MMMX with trepidation just for these reasons. The Controllers will give a clearance that will put you in conflict with the MEA; change clearances; argue with you over not doing exactly as they say; especially regarding speeds on the arrival and approach. This could have been a real disaster; changing approaches in mountainous territory; difficulty with heavily accented English and being unaware of other traffic intentions because of the majority of the radio traffic being in Spanish.Writing this does not convey the CONCERN the FO and I had during this whole approach. We need to impress upon the Controllers in MMMX that not everyone knows; expects and understands the changes they throw out at the last minute. We need to impress upon them that we are really BUSY in their domain and need to have everything standardized for safety's sake.I think the Controllers assume you are VERY familiar with their procedures; but are not knowledgeable about our aircraft operating systems. Couple this with strongly accented English and their intimate knowledge of the terrain; leads them to expect changes on short notice that a US based crew cannot comply with.Please do not change STARs or arrival procedure for 5L that close to the airport. In low IFR weather do not continuously request visual sighting of runway. Cleared to land at some point before the FAF and let the pilots fly the airplane and make their determination at the MAP.

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.