Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 128
Situational Awareness; Confusion
ATC Issue All Types; Conflict Airborne Conflict
Air Traffic Control Issued New Clearance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Human Factors; Airport; Procedure
We were inbound to MMMX on the AVSAR 1C Arrival between SL359 and SLM when we were given direct MAVEK at 12;000 feet. MAVEK sits between a 9;800 foot mountain to the east and rising terrain up to 13;000 feet to the west. We were in IMC conditions and both had our terrain feature on. The elevation for MMMX is 7;316 feet. This whole scenario happened only a few thousand feet above the ground. While direct MAVEK our heading was approximately 215 degrees. A few miles outside MAVEK ATC gave us a heading of 250. While in the turn we were given a 260 heading and a descent to 11;000 feet. We received a descending right turning RA.The RA was complied with. We now had rising terrain in front of us and just before I told ATC we needed a turn we were given a southbound turn. ATC said to intercept a radial; but he did not give a fix and immediately gave us another heading change. We then received another descending RA and complied. We were given another heading change and a climb. I told ATC that we couldn't climb and had to descend for traffic. Then we got another vector followed by another RA. Once again we complied with the RA.Between the second and third RA; ATC said they had traffic and they didn't know what the traffic was doing. We saw the traffic on TCAS to the right of us. After the third RA ATC said that an (other carrier) aircraft was not following instructions. They said the (other carrier) was now southbound and they gave us a vector south toward the (other carrier) aircraft and we refused the turn toward (other carrier) aircraft. I told ATC (other carrier) aircraft almost hit us three times. All three of these RA events happened during about a two minute time period. With each RA we regained our altitude to maintain terrain clearance. We then received vectors to the north and back around to complete the approach. We landed uneventfully. My First Officer did an amazing job with these RA events.After we landed I called the Approach Facility with the help of the agent. The Approach Controller told me that (other carrier) flight had made several wrong turns and that we did nothing wrong. I asked him if the (other carrier) pilots knew the impact of what they had done and he said no. I think the pilots of (other carrier) need to be made aware of what happened and possibly retrained.
While on the AVSAR 1C Arrival; Mexico City we were cleared direct MAVEK and followed by SMO for the ILS DME 1 Runway 05R approach. Aircraft configuration 180 KIAS; Flaps 5; autopilot on; 12;000 feet; IMC. Just prior MAVEK ATC directed us to turn 250. While in the turn; ATC assigned an updated heading to 260. Prior to reaching the assigned heading we got a descending right RA. After complying with the RA and notifying ATC of it they assigned us another westerly heading. This heading pointed us in the direction of a 13;000 foot mountain to the west of MMMX.As the Captain and I discussed the terrain ATC assigned us a southern heading (I do not recall exact heading) which resulted in a second descending RA and again I complied. ATC told us that there was a plane out there that they did not know what it was doing. At some time during this discussion they gave us what I believe was an easterly heading; which almost immediately resulted in a third RA. After complying with and initiating a climb to the north; ATC once again tried to turn us back to the southeast in the direction of the other aircraft.The Captain advised them that that would put us back in the direction of the other aircraft. We continued north and were vectored around again for the approach. All three RAs happened between 10;000-12;000 feet and within approximately two minutes. In attempting to recall the details of the RA symbology during all this; I thought I saw 00 in red; but can't be 100% certain. After landing the Captain contacted Mexico ATC for an explanation and was told that the (other aircraft) did not comply with instructions.In my opinion; the other aircraft turned in the wrong direction at the IAF. The in trail spacing between the other aircraft and us did not allow for ATC to recognize the mistake and properly vector us. Nor did it allow for our mistake prior to the RA. Increase in trail spacing.
B737 flight crew experienced three separate TCAS RA events within two minutes during the AVSAR 1C Arrival to MMMX.