B777-200
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Workload; Situational Awareness; Confusion; Communication Breakdown
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Human Factors; Procedure
Began initial descent into ZZZZ. The controller called to change the STAR. I had to ask 3 times to repeat the prescribed STAR to be flown. His English was very broken. Traffic on the frequency was light. We determined a change of STARs. I input into the FMS and confirmed and executed with the Captain. By this time we were either over [the IAF] to or just past the point. The aircraft overflew [the fix]. The Captain went into heading select and turned to course. Two to three miles past [the fix]; the aircraft was back on an intercept outbound [from the fix]. Then the controller said turn to a heading to intercept inbound course; which we had already initiated. Continuing descent the controller instructed us to fly the circuit which was part of the STAR and we did as planned. During the descent the controller gave us 5 altitude step downs to comply with; 4 of the 5 were then subsequently modified back to a higher altitude. After the compliance with circuit instructions; controller changed the runway. I then reprogrammed the FMS; and confirmed execute with the Captain. After so many changes by the controller and workload was lowered in the cockpit; I queried the controller one final time to ensure we were all on same page. I stated to controller confirm ILS XXR; controller said negative ILS XXL; are you ready to commence approach. I quickly for 3rd time reprogrammed the FMS for ILS XXL confirmed with the Captain and executed. I then told controller ready to commence; and then briefed the Captain on differences of approaches; and new Baro; and landing distances. We landed uneventfully.Poor English by controller almost inaudible. Very late approach instructions modifications. Could be solved if controller gave us changes to STAR and approach a few minutes prior to descent instead of at last moment; and past Anchor points on STAR.
We were filed to [the IAF] and we set up for the ILS Approach. As we approached [the fix] the controller issued a new arrival but we had difficulty understanding the new clearance [due to] language problems. Finally it was determined after 3 difficult queries what we were to fly. After installing the new clearance into the FMS the Aircraft did not make the turn towards [the] next point. As pilot flying I recognized the overshoot and made a correction back to course just prior to ATC issuing vectors. During the arrival numerous runway changes were issued and at least 5 or more altitude instructions given. Just prior to base turn the First Officer queried the controller one final time to confirm ILS XXR. The controller said negative ILS XXL. We quickly for 3rd time reprogrammed the FMS for the ILS XXL; briefed and executed an uneventful landing on XXL.Language problems which caused confusion and delayed FMS programming on our part. Late arrival insertion caused overshoot. Overshoot caused workload to increase. Do a better job anticipating what other options may be available to your crew and get an early confirmation on what arrival to expect. Better to reprogram the FMS after sequencing to the next point then forcing a FMS change close to a turn point.
Flight crew reported numerous late clearances due to language barrier from a foreign controller.