Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness; Communication Breakdown
ATC Issue All Types; Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Separated Traffic; Flight Crew Requested ATC Assistance / Clarification
Weather; Procedure; Airport
After starting engines and completing the before takeoff checklist on the ZZZZ Ramp; ZZZZ Tower Control cleared us to back taxi & lineup/wait runway XX; and the I correctly read those instructions back to the controller.  Before taxiing onto the runway from taxiway C--which is approximately 3;500 ft. from the approach end of Runway XX--we verified that both the runway and final approach areas were clear; especially since it was still dark out; wet runway;  and the weather was reported scattered at 2;000 ft AGL.With about 2;000 ft. of taxi distance remaining; both the Captain & I observed an approaching aircraft's landing lights breaking out of the weather.  (Call sign of that aircraft is unknown.)  Captain observed on TCAS that the approaching aircraft was only about 500 ft above our position at field elevation.  At no time did we hear communication between the approaching aircraft and tower prior to observing the landing lights.  This also highlights that the actual weather on approach to Runway XX was significantly lower than the reported 2;000 ft. scattered.I immediately communicated via tower freq 'The approaching aircraft needs to go around; we are still on the runway' at which point we observed a climb from the approaching aircraft while the tower controller and approaching aircraft pilot were communicating in non-English.  With the approaching aircraft go-around underway; we completed our back-taxi; and were cleared for an uneventful takeoff & departure shortly thereafter.We operated strictly IAW flight manual and ICAO procedures; to include maintaining SA of the aerodrome environment which allowed us to see the traffic and direct the go-around; preventing a more dramatic outcome.  The cause is very simply sub-standard Country ATC operations that allowed this situation to arise.  (Regrettably--and even though this was the first experience for me in the dozen or so times I have operated in Country--events like this are purportedly not uncommon in Country based on fellow pilots' accounts.  Country operators do not adhere to the highest standards of ICAO procedures.)  In this case; it is safe to assume that there was a likely ATC coordination breakdown between approach and tower controllers since we were cleared onto an active runway while an approaching aircraft was on final approach.  And for whatever reason; the approaching aircraft was not on tower freq until well inside the final approach fix; otherwise we would have heard the check in.  Also; had it been VMC; we would have likely seen the aircraft on approach and declined to take the runway.NEVER get complacent operating in Country.
We were given clearance to back taxi and to line up and wait on Runway XX in ZZZZ.  After receiving the clearance; I confirmed with my First Officer; turned on all aircraft lighting; checked for traffic; and proceeded.  While taxiing on the runway; we observed landing lights breaking out of what appeared to be an overcast layer from an approaching aircraft.  My first officer immediately transmitted on the tower frequency that 'the approaching aircraft needs to go around; we are on the runway'.  I recall that simultaneously the aircraft started a climb and there was communication in non-English on the tower frequency.  We were subsequently given clearance for takeoff.Human error on ATC. Add a parallel taxiway at ZZZZ airport.
Flight crew reported while maneuvering on the runway for takeoff; they observed lights from a landing aircraft. Flight crew advised they told landing aircraft to go around.