Call sign confusion for air carrier large transport flight crew on descent into mem.

Attributes
ACN	135103
Time
Date	199001
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : gqe airport : mem
State Reference	TN
Altitude	msl bound lower : 5000 msl bound upper : 10000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zme tower : ftw
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	descent other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : atp pilot : commercial pilot : private
Experience	flight time last 90 days : 200 flight time total : 3000 flight time type : 180
ASRS Report	135103
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : excursion from assigned altitude other spatial deviation
Independent Detector	other controllera
Resolutory Action	controller : issued new clearance other
Consequence	Other
Supplementary
Primary Problem	Ambiguous
Air Traffic Incident	other

Narrative:

We were cleared to descend and cross gilmore at 10,000'. At 10,000' we were given an additional clearance of a 210 degree heading and a descent to 5000 and a change in frequency. We read back the clearance, but the frequency was so busy we never got back a response. We switched to the next frequency, which was busy, and when we talked to the controller he said to return to the previous frequency. The controller on the previous frequency had us level off at 9000', turn left to 090. All 3 crew members were in agreement about the clearance of 210 degree and 5000'. Reasons for the occurrence: 1) radio congestion. The approach controller was working more than one frequency because we weren't hearing a lot of the responses. Also we weren't allowed to respond to the clearance given us. 2) similar call signs. Were being talked to on another frequency and we could not hear the responses. That makes pilots think the clearance might be for them.

Original NASA ASRS Text

Title: CALL SIGN CONFUSION FOR ACR LGT FLT CREW ON DESCENT INTO MEM.

Narrative: WE WERE CLRED TO DSND AND CROSS GILMORE AT 10,000'. AT 10,000' WE WERE GIVEN AN ADDITIONAL CLRNC OF A 210 DEG HDG AND A DSCNT TO 5000 AND A CHANGE IN FREQ. WE READ BACK THE CLRNC, BUT THE FREQ WAS SO BUSY WE NEVER GOT BACK A RESPONSE. WE SWITCHED TO THE NEXT FREQ, WHICH WAS BUSY, AND WHEN WE TALKED TO THE CTLR HE SAID TO RETURN TO THE PREVIOUS FREQ. THE CTLR ON THE PREVIOUS FREQ HAD US LEVEL OFF AT 9000', TURN LEFT TO 090. ALL 3 CREW MEMBERS WERE IN AGREEMENT ABOUT THE CLRNC OF 210 DEG AND 5000'. REASONS FOR THE OCCURRENCE: 1) RADIO CONGESTION. THE APCH CTLR WAS WORKING MORE THAN ONE FREQ BECAUSE WE WEREN'T HEARING A LOT OF THE RESPONSES. ALSO WE WEREN'T ALLOWED TO RESPOND TO THE CLRNC GIVEN US. 2) SIMILAR CALL SIGNS. WERE BEING TALKED TO ON ANOTHER FREQ AND WE COULD NOT HEAR THE RESPONSES. THAT MAKES PLTS THINK THE CLRNC MIGHT BE FOR THEM.

Data retrieved from NASA's ASRS site as of July 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.