Date: 202102
Local time of day: 0601-1200
Location: MMFR.ARTCC, FO
Flight conditions: Marginal
Weather elements / visibility: 5
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
ATC / advisory: Center MMFR
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Human-Machine Interface; Situational Awareness; Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Overrode Automation; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Human Factors; Chart Or Publication; Airspace Structure; Aircraft; Procedure; Software and Automation
Primary problem: Procedure

Narrative: We were flying; from ZZZ to QRO (Queretaro; MX). During preflight inspection; the FMC database was current as well as both pilots' Electronic Flight Kits. While in-flight; the weather was reporting clouds at 1;200 feet 5 mile visibility and light winds. The runway in use was [Runway] 09. While in cruise flight; Mexico Center informed us to expect VOR DME 2 for RWY (Runway) 09 approach in QRO. The aircraft was set up; and the Pilot Flying (Captain) completed all briefings. While in cruise flight; Mexico Center gave us a late descent clearance which is very common on this flight that required LVL/CHG mode and speedbrakes to get back on path. While we were descending to our first cleared altitude (around 14;000 feet MSL); Mexico switched us to QRO Approach. Upon contact with QRO Approach about 15-20 miles out; they advised of a traffic on a ten mile final; and informed us to now expect the VOR DME 1 RWY 09 Approach. We were recleared direct to QRO VOR; provided another descent; and then shortly thereafter; Approach cleared us for the approach. The First Officer went into the FMC and configured it to fly direct to QRO VOR. After the aircraft was established on course to the VOR; the First Officer selected the QRO VOR fix in the FMC and inserted the VOR DME 1 RWY 09 approach after verification with the Captain. Because of the angle the aircraft was approaching the VOR (straight in Runway 09); and relative to the approach procedure (an outbound heading 292 followed by a left procedure turn inbound); an additional procedure turn was required just to begin the approach. The procedure turn would normally be done at the VOR. Due to the FMC not having a procedure turn at the VOR to begin the approach for arrivals from the west; it immediately started auto-sequencing fixes to fly the aircraft directly to the outbound procedure turn DME 10 from the QRO VOR. The First Officer had to re-enter the VOR into Direct To and build a holding pattern into the FMC. There was a missed approach holding pattern depicted on the approach chart; therefore; the First Officer built a hold based on the holding pattern published. The First Officer informed ATC that a procedure turn was required at the VOR and also notified approach that the aircraft would enter holding as published to begin the approach. ATC advised us to descend to 11;000 feet and cleared for the approach. ATC seemed confused as to what we were doing. It appears that they were expecting the aircraft to make a hard left after crossing the VOR (almost a 180 degree turn) into unprotected airspace that contained mountainous terrain. The minimum safe altitude for that sector is 12;800 feet and if the aircraft would have flown that; there could have been a CFIT event. Once the aircraft entered the holding pattern; making a procedure turn to enter the crew selected IMM EXIT and the aircraft completed the current holding pattern; just a procedure turn; and exited the hold to fly the entire approach as planned and expected. There seems to be an issue regarding the Jeppesen Charts; and FMC database for this specific approach. The FMC did not contain any proper procedure to join the approach legally. Also the FMC sequencing the approach could have presented multiple issues including CFIT; TCAS; or lost of Situational Awareness.


Second narrative: We were heading to MMQT to shoot the VOR 1 approach from the west. We were headed direct to the VOR with the approach loaded after that. Approximately 9 miles prior to the VOR the airplane started a left turn to join the outbound portion of the approach. This was not appropriate or legal. We turned the airplane back towards the VOR and realized there was nothing loaded to turn the airplane around to join the approach legally. There is also no procedure turn depicted on the chart. There was a holding pattern at the VOR and a missed approach procedure associated with the approach. We decided to enter the holding pattern at the proper altitude and told the controller we were doing that. That allowed the airplane to turn around and we were able to join and commence the approach that way. The rest of the approach was uneventful


Synopsis: Air carrier flight crew reported they were cleared for a VOR approach which required a procedure turn. There was no procedure turn published on their charts or contained in the FMC.