A corporate crew on approach to iah runway 26L were cleared direct the if greig but entered garrr in...

Narrative:

Repositioning to iah. While on radar vectors to the ILS 26L at 5000ft; 200kts; approximately 25 NM from iah on a 300 degree heading; we were given direct grieg and join the 26L localizer. We had the ILS 26L loaded into our FMS out to the kerns intersection; but did not have the transition loaded. The pilot not flying (PNF); using our efb; selected the garrr intersection into the FMS. Once this fix was entered; we both thought the picture did not look correct; so we questioned the directions as I started a slow turn to the right toward garrr intersection. The result was a command to turn left to 280 degrees; intercept the 26L localizer and increase speed to 230kts. There does not appear to have been any separation issues; as we did not receive any TCAS alerts; nor were we broken out of the approach. After joining the 26L localizer and being cleared for the approach; the monitor broke in and asked why we could not go direct grieg and join the 26L localizer. It was at that time that we realized that the controller and the monitor were saying grieg; not garrr. The 2 intersection names sounded the same to us. Another contributing factor is that; per our company opspecs; we have 2 efbs on board. One is to be used by the PNF; while the other is to be kept in reserve in case the first fails. Not having 2 sets of charts; one for the pilot flying and one for the PNF; leaves a lack of the ability to cross check charts if there is a question about a clearance in such a high density area. ATC also said this is not the first time that these 2 fixes have been confused.

Original NASA ASRS Text

Title: A Corporate crew on approach to IAH Runway 26L were cleared direct the IF GREIG but entered GARRR in the FMS which is 12NM prior. The pilots heard GRIEG and GARRR as similar and suggest a name change.

Narrative: Repositioning to IAH. While on radar vectors to the ILS 26L at 5000ft; 200kts; approximately 25 NM from IAH on a 300 degree heading; we were given direct GRIEG and join the 26L LOC. We had the ILS 26L loaded into our FMS out to the KERNS intersection; but did not have the transition loaded. The Pilot Not Flying (PNF); using our EFB; selected the GARRR intersection into the FMS. Once this fix was entered; we both thought the picture did not look correct; so we questioned the directions as I started a slow turn to the right toward GARRR intersection. The result was a command to turn left to 280 degrees; intercept the 26L LOC and increase speed to 230kts. There does not appear to have been any separation issues; as we did not receive any TCAS alerts; nor were we broken out of the approach. After joining the 26L LOC and being cleared for the approach; the monitor broke in and asked why we could not go direct GRIEG and join the 26L LOC. It was at that time that we realized that the controller and the monitor were saying GRIEG; not GARRR. The 2 intersection names sounded the same to us. Another contributing factor is that; per our company OpSpecs; we have 2 EFBs on board. One is to be used by the PNF; while the other is to be kept in reserve in case the first fails. Not having 2 sets of charts; one for the pilot flying and one for the PNF; leaves a lack of the ability to cross check charts if there is a question about a clearance in such a high density area. ATC also said this is not the first time that these 2 fixes have been confused.

Data retrieved from NASA's ASRS site 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.

Attributes
ACN	1259251
Time
Date	201504
Local Time Of Day	1201-1800
Place
Locale Reference	IAH.Airport
State Reference	TX
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	Light Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 91
Flight Phase	Initial Approach
Route In Use	Direct Vectors
Flight Plan	IFR
Component
Aircraft Component	FMS/FMC
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 95 Flight Crew Total 12000 Flight Crew Type 700
Events
Anomaly	ATC Issue All Types Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Track / Heading All Types

A corporate crew on approach to iah runway 26L were cleared direct the if greig but entered garrr in the FMS which is 12NM prior. The pilots heard grieg and garrr as similar and suggest a name change.