Xxco aircraft on san approach procedure along with 3 other xxco aircraft, received and read back clearance to descend and turn. Approach controller intervened, clearance was for another aircraft.

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Attributes
ACN	112733
Time
Date	198906
Day	Thu
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : mzb
State Reference	CA
Altitude	msl bound lower : 6500 msl bound upper : 7000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : san tracon : cak
Operator	common carrier : air carrier
Make Model Name	Medium Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other
Flight Phase	cruise other descent : approach descent other
Route In Use	enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 210 flight time total : 8900 flight time type : 1600
ASRS Report	112733
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : excursion from assigned altitude conflict : airborne less severe other anomaly other other spatial deviation
Independent Detector	other controllera
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	ATC Human Performance
Air Traffic Incident	Operational Deviation

Narrative:

We were on a downwind radar vector to final approach to san diego lindbergh field. Operation was in the clear on top of an undercast deck of clouds with excellent visibility. We were on a heading of 090 degree, level and 7000', and high on the profile. We were anticipating a descent and a turn to base leg. The controller was handling about 8 aircraft including 3 other same company aircraft. We were xxyy, san francisco to san diego, and the last in the string of 8 aircraft on approach. We were on frequency 124.35. The controller gave us a right turn to 150 degree and a descent to 5000. We began the turn and the descent after I acknowledged the complete clearance and read it back to him. At 6500' the controller apparently noticed that we were complying with an erroneous clearance. He directed us to maintain 7000, turn left back to heading of 090 degree and pointed out traffic at 1 O'clock and 3 or 4 mi. We saw the traffic. It was no factor. The controller said that we complied with a clearance that was for our same company aircraft. To add to the confusion, another same company aircraft was answering for our clrncs.

Original NASA ASRS Text

Title: XXCO ACFT ON SAN APCH PROC ALONG WITH 3 OTHER XXCO ACFT, RECEIVED AND READ BACK CLRNC TO DESCEND AND TURN. APCH CTLR INTERVENED, CLRNC WAS FOR ANOTHER ACFT.

Narrative: WE WERE ON A DOWNWIND RADAR VECTOR TO FINAL APCH TO SAN DIEGO LINDBERGH FIELD. OPERATION WAS IN THE CLEAR ON TOP OF AN UNDERCAST DECK OF CLOUDS WITH EXCELLENT VISIBILITY. WE WERE ON A HDG OF 090 DEG, LEVEL AND 7000', AND HIGH ON THE PROFILE. WE WERE ANTICIPATING A DSCNT AND A TURN TO BASE LEG. THE CTLR WAS HANDLING ABOUT 8 ACFT INCLUDING 3 OTHER SAME COMPANY ACFT. WE WERE XXYY, SAN FRANCISCO TO SAN DIEGO, AND THE LAST IN THE STRING OF 8 ACFT ON APCH. WE WERE ON FREQ 124.35. THE CTLR GAVE US A RIGHT TURN TO 150 DEG AND A DSCNT TO 5000. WE BEGAN THE TURN AND THE DSCNT AFTER I ACKNOWLEDGED THE COMPLETE CLRNC AND READ IT BACK TO HIM. AT 6500' THE CTLR APPARENTLY NOTICED THAT WE WERE COMPLYING WITH AN ERRONEOUS CLRNC. HE DIRECTED US TO MAINTAIN 7000, TURN LEFT BACK TO HDG OF 090 DEG AND POINTED OUT TFC AT 1 O'CLOCK AND 3 OR 4 MI. WE SAW THE TFC. IT WAS NO FACTOR. THE CTLR SAID THAT WE COMPLIED WITH A CLRNC THAT WAS FOR OUR SAME COMPANY ACFT. TO ADD TO THE CONFUSION, ANOTHER SAME COMPANY ACFT WAS ANSWERING FOR OUR CLRNCS.

Data retrieved from NASA's ASRS site as of August 2007 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.