Narrative:

Enroute and working with a foreign controller; we were cleared direct to a fix and changed controllers. We were assigned a descent to cross 100NM out of our destination at or below 310 and 280 KIAS; then cross the 70 DME at or below 210. Cleared direct to a fix that we did not understand. We asked for clarification 3-4 times on the altitude assignment due to a very thick accent and bad radios. We advised radio very weak and reading 3x3. We read back for ATC to acknowledge the altitudes above; he acknowledged correct. Passing 15K controller advised we were very low. We asked what altitude he wanted now and he said maintain 15K. We again read back the clearance and he advised; 'same altitudes on the arrival applied.' we were not; nor had not been; on the arrival but given direct. Then he said; 'same as the arc.' while the arrival has some arcs; they did not apply; but there are altitudes based on a DME and pie sector. Looking back this is what he was referring to. He advised; 'no problem.' we continued without incident. No conflict occurred. Both pilots agreed to the clearance and both pilots talked to the controller in an attempt to clarify. We asked ATC to confirm our understanding of the clearance; which he did. Still we did not get it right. I have thousands of hours in central and south america and this was the worst language problem I have had. We thought we had it right and still got it wrong. I need to work on better language skills in other countries even if english is the primary ATC language. Many controllers just know basic phrases but have no working knowledge of english.

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Original NASA ASRS Text

Title: A B737-800 Captain reported that understanding a clearance from a heavily accented Spanish speaking Controller was very difficult and the Crew may have had an altitude deviation without understanding why.

Narrative: Enroute and working with a foreign Controller; we were cleared direct to a fix and changed Controllers. We were assigned a descent to cross 100NM out of our destination at or below 310 and 280 KIAS; then cross the 70 DME at or below 210. Cleared direct to a fix that we did not understand. We asked for clarification 3-4 times on the altitude assignment due to a very thick accent and bad radios. We advised radio very weak and reading 3x3. We read back for ATC to acknowledge the altitudes above; he acknowledged correct. Passing 15K Controller advised we were very low. We asked what altitude he wanted now and he said maintain 15K. We again read back the clearance and he advised; 'same altitudes on the arrival applied.' We were not; nor had not been; on the arrival but given direct. Then he said; 'same as the arc.' While the arrival has some arcs; they did not apply; but there are altitudes based on a DME and pie sector. Looking back this is what he was referring to. He advised; 'no problem.' We continued without incident. No conflict occurred. Both pilots agreed to the clearance and both pilots talked to the Controller in an attempt to clarify. We asked ATC to confirm our understanding of the clearance; which he did. Still we did not get it right. I have thousands of hours in Central and South America and this was the worst language problem I have had. We thought we had it right and still got it wrong. I need to work on better language skills in other countries even if English is the primary ATC language. Many Controllers just know basic phrases but have no working knowledge of English.

Data retrieved from NASA's ASRS site as of April 2012 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.