Date: 201412
Local time of day: 1201-1800
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Night
Aircraft: B777 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center UIII
Aircraft component: Nose Gear Tire
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Diverted; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Company Policy; Human Factors; Procedure; Aircraft
Primary problem: Ambiguous

Narrative: Prior to departure; three engine runs were performed by the flight crew for maintenance at the gate with passengers aboard. The lengthy checklist was coordinated with Maintenance control for each engine run and interrupted the normal preflight activities of the crew. During this time period the flight attendants went illegal; contractually; and were replaced. I had to be involved in this process; in my attempt to speed things up; also interrupting normal preflight duties. The combination of these delays required that the pilots waive their FDP twice to the maximum duty day allowed by FAR 117. We encountered a small delay for load planning final numbers; and by the time taxi was commenced only 20 minutes remained to be airborne; which was only accomplished with some unusual ATC help; by-passing other airlines aircraft in line for takeoff; with just 10 minutes to spare. During the rush and stress to get airborne before our drop dead time; the V2 bug was not preset. I corrected this at the start of the takeoff roll.Two hours into the flight a tire press EICAS message appeared. The right nose tire was losing pressure. The checklist was accomplished; maintenance advised; the situation entered in the log book and operational notes and specific touchdown procedures for the landing reviewed. At the halfway point in the flight; myself and the first officer; the flying pilot; went on crew break. I briefed the replacement pilots on the tire pressure issue and the normal briefing about the flights position; routing and operational issues for transfer of command. Two hours into my scheduled crew rest; as the aircraft approached the Mongolian border; the flying pilots were unable to obtain overflight permission from Mongolia. This was the first day of a new flight number for this daily flight. Unknown to us then; the company had not informed Mongolia of this. The flying pilots told Mongolia ATC of our overflight permit number which was in our paperwork; but were still denied entry. A holding pattern was approved by Russia and the pilots contacted dispatch who attempted to resolve the issue by phone with Mongolia. After fifteen minutes of holding; the flying pilots awoke me since dispatch was still unable to secure an overflight permission as of then. I returned to the cockpit immediately. The holding continued until dispatch informed us that their efforts were futile. The First Officer on crew break was awakened and returned to the cockpit. We did not have the 3 hours of extra fuel to circumvent Mongolia and fly to Hong Kong. China rejected the dispatchers attempt to reroute us around Mongolia. The dispatcher suggested we land in nearby Russia; but the flight crew considered this an unnecessary safety threat and contrary to what I believed was company policy that only emergency landings be made in Russia. It was night; the crew would have to perform QFE procedures; and terrain was an issue. Also was the concern of availability of suitable accommodations for crew rest and airport infrastructure; which lags western airports. The flight crew determined that ZZZZ was safely within range. Dispatch agreed and legally changed our destination to ZZZZ after first contacting the airport authority who agreed to open the closed airport for our arrival. The flight crew determined the routing and got re-cleared by ATC. Dispatch concurred and sent the aircraft a new flight plan. ZZZZ airport weather was excellent.Since the landing fuel would be 13;000 pounds; approximately 75 minutes duration; I asked dispatch to coordinate with ATC for a direct route from the border to ZZZZ with no delays. ATC informed dispatch they would comply if on first radio contact we declared minimum fuel to them. Crossing the FIR; we checked in with ATC and declared minimum fuel. As promised; ATC provided a direct route. A normal landing was made with the exception of the procedures we had to follow in case the nose tire burst on landing. This did not happen. The crewwas provided hotels for minimum crew rest.


Second narrative: [Report narrative contained no additional information].


Synopsis: B777 flight crew reports being unable to pass through Mongolian airspace due to a flight number change that was not conveyed to Mongolian ATC through appropriate channels. With insufficient fuel to go around; flight diverts to a suitable airport in Japan.