Narrative:

We were flying the approach to ZZZZ with; 2;000 feet scattered; and 7 miles visibility. ATIS also included no sig in the remarks. We could see the runway and the rain; but the weather seemed to be moving to the east; so we continued the approach. Tower then said that braking action was nil; so we discontinued the approach and performed a go-around. Communication was spotty with the approach controller due to the frequency saturated with calls from other aircraft; language problems difficulties and one radio; which only sent a carrier signal when keyed by the controller. We were instructed to hold at 12;000 feet. We had determined; in conjunction with the dispatcher that we needed 6;700 pounds of fuel for a diversion to mmgl. We held until the controller announced that the runway would be closed for two hours due to standing water. At this point; we had 7;600 pounds of fuel. We informed the controller that we were requesting clearance to mmgl and coordinated with dispatch for the divert. The controller had us continue in holding then climbed us to 15;000 feet and gave us an initial vector.then the controller informed us that mmgl was not accepting any more aircraft and offered us vectors to ZZZZ1. At this point; we had 7;200 pounds. Of fuel. We informed him that it was not one of our authorized destinations; alternate; or emergency alternate fields and that we had no approach charts for ZZZZ1. We asked about other airports; but were informed that they were not accepting any more aircraft. We identified as an emergency and requested vectors to mmgl; but the controller told us that his supervisor was telling him that no more aircraft could go there.after discussion back and forth with the controller; he informed us that ZZZZ1 had a long runway and was VMC. We had approach procedures in the FMC; and I knew that ZZZZ1 was a company destination. I decided we would identify as an emergency so that we could proceed to ZZZZ1. We were vectored to the VOR. When we were closer; we had visual contact with the field and confirmed it with the position on the VOR approach. We informed the tower that we were the emergency aircraft and they cleared us for the visual approach. Touchdown; rollout; and taxi to the parking stand was uneventful. Fuel on board at the parking spot was 5;100 pounds. We contacted dispatch and the chief pilot on duty to coordinate fueling and return to ZZZZ. I was able to download the flight plan on my ipad; dispatch emailed the airport charts; and ground personnel fueled us and helped coordinate our departure. Subsequent departure from ZZZZ1 and approach in ZZZZ were uneventful. Weather caused the go-around and divert. Saturation at the divert airports with other divert aircraft caused us to land at an unauthorized airport.

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Original NASA ASRS Text

Title: Air carrier Captain reported diverting into an unauthorized airport after their destination airport closed and no possible diversion airports were accepting additional aircraft.

Narrative: We were flying the approach to ZZZZ with; 2;000 feet scattered; and 7 miles visibility. ATIS also included NO SIG in the remarks. We could see the runway and the rain; but the weather seemed to be moving to the east; so we continued the approach. Tower then said that braking action was nil; so we discontinued the approach and performed a go-around. Communication was spotty with the Approach Controller due to the frequency saturated with calls from other aircraft; language problems difficulties and one radio; which only sent a carrier signal when keyed by the controller. We were instructed to hold at 12;000 feet. We had determined; in conjunction with the dispatcher that we needed 6;700 LBS of fuel for a diversion to MMGL. We held until the controller announced that the runway would be closed for two hours due to standing water. At this point; we had 7;600 LBS of fuel. We informed the controller that we were requesting clearance to MMGL and coordinated with dispatch for the divert. The controller had us continue in holding then climbed us to 15;000 feet and gave us an initial vector.Then the controller informed us that MMGL was not accepting any more aircraft and offered us vectors to ZZZZ1. At this point; we had 7;200 LBS. of fuel. We informed him that it was not one of our authorized destinations; alternate; or emergency alternate fields and that we had no approach charts for ZZZZ1. We asked about other airports; but were informed that they were not accepting any more aircraft. We identified as an emergency and requested vectors to MMGL; but the controller told us that his supervisor was telling him that no more aircraft could go there.After discussion back and forth with the controller; he informed us that ZZZZ1 had a long runway and was VMC. We had approach procedures in the FMC; and I knew that ZZZZ1 was a Company destination. I decided we would identify as an emergency so that we could proceed to ZZZZ1. We were vectored to the VOR. When we were closer; we had visual contact with the field and confirmed it with the position on the VOR approach. We informed the tower that we were the emergency aircraft and they cleared us for the Visual Approach. Touchdown; rollout; and taxi to the parking stand was uneventful. Fuel on board at the parking spot was 5;100 LBS. We contacted dispatch and the chief pilot on duty to coordinate fueling and return to ZZZZ. I was able to download the flight plan on my iPad; dispatch emailed the airport charts; and ground personnel fueled us and helped coordinate our departure. Subsequent departure from ZZZZ1 and approach in ZZZZ were uneventful. Weather caused the go-around and divert. Saturation at the divert airports with other divert aircraft caused us to land at an unauthorized airport.

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.