Narrative:

IFR cqbc to kctu. Calculated time 3 hours 45 mins with 5 plus hours fuel. Filed RNAV direct canadian FSS, poor english. WX scattered thunderstorms. Destination marginal VFR, good IFR. Checked with FSS about RNAV routing and offered to provide VOR direct and/or additional waypoints. Specialist indicated that this information was not required and that we should expect a direct routing. Clearance received: V447 mpv then direct as filed. We failed to check prior to takeoff assuming this to be a short departure routing. After departure we found that this routing was 90 degrees off course and added 180 NM to our 550 NM flight. Controller did not speak english and no rerte could be achieved. After 25 mins we were handed off to montreal, where a more direct routing could be negotiated. The initial departure detour added approximately 15 mins flying time and the subsequent airway clearance added approximately 20 mins. Winds aloft were forecasted 15-20 NM headwind, but we encountered 40 NM headwinds for over 250-300 NM, which delayed us further. We only had canadian approach plates for cyqb and en route for canada and united states. 100 NM from our destination we were showing 15 mins fuel reserve and advised toronto of our intent to find an alternate landing site. Toronto did not provide any assistance even though we advised them of low fuel and lack of canadian plates. 2 united states airports were in easy reach. We carried charts and plates, but could not land due to united states arrival procedures. WX turned IMC and we decided to continue to kctu. We again advised the controller of our fuel status and requested no delay handling. Despite our efforts we were vectored behind another aircraft. When we tried to declare an emergency we were finally issued an approach clearance. Flew engine out procedure approach (just in case). Landed and taxied to ramp with 7 mins fuel left. Conclusions: always check routing and don't trust FSS. ATC should not issue clrncs which exceed flight plan fuel (airspeed, distance, etc). Allow for emergency boarder crossing without penalties in sits like these. I.e., inform local police to watch and then proceed to airport of entry. Formalize such procedures and inform pilots.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACFT CLRED ON LONGER ROUTING THAN FILED HAS LOW FUEL CONDITION. PART OF PROB NO ENGLISH FROM CTLR.

Narrative: IFR CQBC TO KCTU. CALCULATED TIME 3 HRS 45 MINS WITH 5 PLUS HRS FUEL. FILED RNAV DIRECT CANADIAN FSS, POOR ENGLISH. WX SCATTERED TSTMS. DEST MARGINAL VFR, GOOD IFR. CHKED WITH FSS ABOUT RNAV ROUTING AND OFFERED TO PROVIDE VOR DIRECT AND/OR ADDITIONAL WAYPOINTS. SPECIALIST INDICATED THAT THIS INFO WAS NOT REQUIRED AND THAT WE SHOULD EXPECT A DIRECT ROUTING. CLRNC RECEIVED: V447 MPV THEN DIRECT AS FILED. WE FAILED TO CHK PRIOR TO TKOF ASSUMING THIS TO BE A SHORT DEP ROUTING. AFTER DEP WE FOUND THAT THIS ROUTING WAS 90 DEGS OFF COURSE AND ADDED 180 NM TO OUR 550 NM FLT. CTLR DID NOT SPEAK ENGLISH AND NO RERTE COULD BE ACHIEVED. AFTER 25 MINS WE WERE HANDED OFF TO MONTREAL, WHERE A MORE DIRECT ROUTING COULD BE NEGOTIATED. THE INITIAL DEP DETOUR ADDED APPROX 15 MINS FLYING TIME AND THE SUBSEQUENT AIRWAY CLRNC ADDED APPROX 20 MINS. WINDS ALOFT WERE FORECASTED 15-20 NM HEADWIND, BUT WE ENCOUNTERED 40 NM HEADWINDS FOR OVER 250-300 NM, WHICH DELAYED US FURTHER. WE ONLY HAD CANADIAN APCH PLATES FOR CYQB AND ENRTE FOR CANADA AND UNITED STATES. 100 NM FROM OUR DEST WE WERE SHOWING 15 MINS FUEL RESERVE AND ADVISED TORONTO OF OUR INTENT TO FIND AN ALTERNATE LNDG SITE. TORONTO DID NOT PROVIDE ANY ASSISTANCE EVEN THOUGH WE ADVISED THEM OF LOW FUEL AND LACK OF CANADIAN PLATES. 2 UNITED STATES ARPTS WERE IN EASY REACH. WE CARRIED CHARTS AND PLATES, BUT COULD NOT LAND DUE TO UNITED STATES ARR PROCS. WX TURNED IMC AND WE DECIDED TO CONTINUE TO KCTU. WE AGAIN ADVISED THE CTLR OF OUR FUEL STATUS AND REQUESTED NO DELAY HANDLING. DESPITE OUR EFFORTS WE WERE VECTORED BEHIND ANOTHER ACFT. WHEN WE TRIED TO DECLARE AN EMER WE WERE FINALLY ISSUED AN APCH CLRNC. FLEW ENG OUT PROC APCH (JUST IN CASE). LANDED AND TAXIED TO RAMP WITH 7 MINS FUEL LEFT. CONCLUSIONS: ALWAYS CHK ROUTING AND DON'T TRUST FSS. ATC SHOULD NOT ISSUE CLRNCS WHICH EXCEED FLT PLAN FUEL (AIRSPD, DISTANCE, ETC). ALLOW FOR EMER BOARDER XING WITHOUT PENALTIES IN SITS LIKE THESE. I.E., INFORM LCL POLICE TO WATCH AND THEN PROCEED TO ARPT OF ENTRY. FORMALIZE SUCH PROCS AND INFORM PLTS.

Data retrieved from NASA's ASRS site as of July 2007 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.