Narrative:

All phases of flight prior to the attempted divert were normal and all sops complied with. On the candy C arrival we were broken off and given vectors and speeds to comply with. We were then given vectors for lilac and eventually mayah for the ILS Z 24 left. Several speed and altitude changes were given inbound to lilac and mayah. The approach was commenced and several speed changes were given inside and outside the IAF. Once inside the IAF we were given three rapid speed reductions and complied with all. Over or past [we] were given a clearance of air carrier X turn right to mayah and climb to 4;000 feet. This was misunderstood as shortly before this clearance another plane was given clearance to proceed to mayah. There was never any verbiage by ATC informing us we were breaking off the approach; so a nebulous clearance such as this inside the IAF was misinterpreted as being given to another crew. Once it was recognized that the clearance was for us; we commenced a missed approach climb to 4;000 feet. During the missed approach the crew recognized they were below bingo fuel due to extensive vectoring on the arrival and approach and a decision was made to proceed to the alternate. This is where the confusion began. The crew stated they wanted 'vectors for nagoya for a divert' several times ATC inquired why we needed to go to nagoya and the reason was stated 'fuel'. No action was taken by ATC except to vector us on a 240 heading directly away from the alternate and the landing field. Crew requested climb to 10;000 feet and was given the climb. Because ATC was not heading us in the right direction and was continuing to inquire as to why we needed to go to nagoya. The terminology of needing to go to romeo juliet gulf gulf centrair seemed to clear the confusion with ATC. Vectors were then given in the direction of the alternate. After seeing the direction of flight and proximity to [destination] crew coordinated to receive vectors back into [destination] and knocked off divert to rjaa. During the entire phase we were IMC in light to moderate rain. After receiving clearance to mayah for the ILS Z 24 right everything was normal and all SOP complied with. Block in fuel was 6.1 and the [foreign] ATC representative that met us in the cockpit was told the [ATC was notified] with approximately 6.5k of fuel remaining.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported difficulty communicating with a foreign ATC. During their approach to landing phase a low fuel event developed. The crew had problems communicating their situation and requests.

Narrative: All phases of flight prior to the attempted divert were normal and all SOPs complied with. On the Candy C arrival we were broken off and given vectors and speeds to comply with. We were then given vectors for LILAC and eventually MAYAH for the ILS Z 24 L. Several speed and altitude changes were given inbound to LILAC and MAYAH. The approach was commenced and several speed changes were given inside and outside the IAF. Once inside the IAF we were given three rapid speed reductions and complied with all. Over or past [we] were given a clearance of Air Carrier X turn right to MAYAH and climb to 4;000 feet. This was misunderstood as shortly before this clearance another plane was given clearance to proceed to MAYAH. There was never any verbiage by ATC informing us we were breaking off the approach; so a nebulous clearance such as this inside the IAF was misinterpreted as being given to another crew. Once it was recognized that the clearance was for us; we commenced a missed approach climb to 4;000 feet. During the missed approach the crew recognized they were below bingo fuel due to extensive vectoring on the arrival and approach and a decision was made to proceed to the alternate. This is where the confusion began. The crew stated they wanted 'vectors for Nagoya for a divert' Several times ATC inquired why we needed to go to Nagoya and the reason was stated 'fuel'. No action was taken by ATC except to vector us on a 240 heading directly away from the alternate and the landing field. Crew requested climb to 10;000 feet and was given the climb. Because ATC was not heading us in the right direction and was continuing to inquire as to why we needed to go to Nagoya. The terminology of needing to go to Romeo Juliet Gulf Gulf Centrair seemed to clear the confusion with ATC. Vectors were then given in the direction of the alternate. After seeing the direction of flight and proximity to [destination] crew coordinated to receive vectors back into [destination] and knocked off divert to RJAA. During the entire phase we were IMC in light to moderate rain. After receiving clearance to MAYAH for the ILS Z 24 R everything was normal and all SOP complied with. Block in fuel was 6.1 and the [Foreign] ATC representative that met us in the cockpit was told the [ATC was notified] with approximately 6.5k of fuel remaining.

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.