CE750 CAPT REPORTS NEVER RECEIVING APPROACH CLEARANCE FROM DNAA ATC AND PENETRATES RESTRICTED AIRSPACE ATTEMPTING TO LAND.

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ON INITIAL CONTACT WITH ABUJA APCH; WE IDENTED OUR POS AS INBOUND ON THE 080 DEG RADIAL OF VOR AT APPROX 115 NM OUT. ABUJA (WHICH HAS RADAR) CLRED US TO VOR. WE REQUESTED DSCNT FROM OUR CRUISING ALT (FL240) AND STARTED DOWN TO AN EVENTUAL ALT OF 5000 FT. WHILE IN THE DSCNT; WE REQUESTED PERMISSION TO COME R AND INTERCEPT THE ILS INBOUND TO RWY 22. ABUJA SAID TO RPT ESTABLISHED ON THE VOR 037 DEG RADIAL (WHICH IS THE RECIPROCAL OF THE ILS COURSE OF 217 DEGS). WE RPTED ESTABLISHED AND REQUESTED FURTHER DSCNT. APCH CLRED US TO 3700 FT. WE ASKED TO BE CLRED FOR THE APCH. WE NEVER RECEIVED CLRNC FOR THE APCH. WE TRACKED INBOUND ON THE ILS FINAL APCH UNTIL WE WERE NEARLY OVERHEAD THE ARPT STILL AT 3700 FT (THE ARPT IS AT 1123 FT). RECEIVING NO FURTHER INSTRUCTIONS FROM APCH; I FELT IT WAS IN THE BEST INTEREST OF SAFETY TO TAKE MATTERS INTO OUR OWN HANDS; BREAK L FOR A 360 DEG TURN TO THE L IN VMC; THEN RE-ENTER FINAL AND LAND. (UP TO THIS POINT; DESPITE REPEATED INQUIRIES; APCH HAD NEVER INDICATED WE WERE IN RADAR CONTACT OR INDICATED THEY WERE PREPARED TO VECTOR US.) WE TOLD APCH WE WERE COMING L TO RE-ENTER FINAL. THEY SAID NO; WE MUST COME R. NOT KNOWING IF THEY HAD US IN RADAR CONTACT; I CONTINUED L KNOWING THAT TERRAIN; IMC; AND POSSIBLE TFC MIGHT BE TO THE R OF COURSE. THE CTLR AT THIS POINT BECAME HIGHLY AGITATED AND INSISTED WE ROLL OUT ON A COURSE OF 360 DEGS FOR VECTORS THROUGH THE FINAL APCH COURSE TO THE N THEN BACK AROUND ON A VECTOR TO INTERCEPT THE FINAL APCH AND LAND RWY 22. WE COMPLIED WITH ALL FURTHER INSTRUCTIONS AND LANDED WITHOUT INCIDENT ON RWY 22. WE HAVE NOT THE SLIGHTEST IDEA OF WHY APCH WOULD NOT TELL US WHETHER WE WERE IN RADAR CONTACT OR NOT. DID HE KNOW WHERE WE WERE? WHY WOULDN'T HE CLR US FOR THE APCH? WHY DID HE CONTINUE TO HOLD US AT TOO HIGH AN ALT UNTIL WE WERE TOO CLOSE IN TO EXECUTE THE ILS APCH AND LAND? WE NEVER FOUND OUT; BUT IN THE INTEREST OF SAFETY; SOMETIMES YOU JUST HAVE TO USE YOUR BEST JUDGEMENT; TAKE COMMAND OF THE SITUATION AND DO WHAT YOU HAVE TO DO TO GET THE AIRPLANE ON THE GND. CONTRIBUTING FACTORS: 1) FATIGUE; SEVERAL LONG DAYS AND SHORT NIGHTS. LITTLE SLEEP. 2) LANGUAGE: IT WAS ENGLISH WITH LCL NUANCES AND DIFFERENCES IN PRONUNCIATION THAT MADE IT SOUND LIKE SOMETHING QUITE DIFFERENT. 3) WX: WE HAD JUST SAT THROUGH A VERY BAD SANDSTORM AND TSTM BEFORE TKOF. 4) HEAT AND HUMIDITY (THIS IS AFRICA). 5) OUR BODY CLOCKS ARE STILL IN THE UNITED STATES OF AMERICA. 6) JUST GETTING OVER A BAD COLD. 7) IT WAS A VERY LONG DAY. WHY DOES IT MATTER? WITH MORE THAN 50% OF THE SALES OF SOME ACFT MANUFACTURERS GOING OVERSEAS; MORE FLT CREWS ARE GOING TO HAVE TO ADAPT TO FLYING IN SOME VERY STRANGE SITUATIONS IN 'THE LAND OF NOT QUITE RIGHT.' PERHAPS MY FEEDBACK WILL GIVE THEM A FORETASTE OF WHAT THEY MIGHT EXPECT.