Narrative:

On flight to iah (which was severely delayed) we were close to our top of descent; but still at cruise; FL360; and originally filed on the DOOBI2 arrival into iah. We were then given an arrival change; the new clearance was direct swb for the ZEEKK1. I asked ATC for a descent since our top of descent was only about 15NM away. They gave us a frequency change and told us the next controller would have that for us. I then checked in with the next controller at FL360.about a minute or two later; right as we were approaching our vertex time of arrival (vta); center says 'aircraft Y (second digit of call sign different from aircraft X); descend via the ZEEKK1 arrival landing west.' already with VNAV armed; my first officer; thought he had heard ATC say 'aircraft X'; he then dialed in the bottom altitude of the arrival in the altitude selector and the airplane began to capture the path. I caught that ATC said the wrong flight number; but I figured he meant to say aircraft X and not aircraft Y; but I wanted to verify anyway. So I said 'I just want to confirm; aircraft X cleared to descend via the ZEEKK1 arrival?' the center controller then came back on and said 'uhhhh aircraft Z (first digit of call sign different from aircraft X) descend via the ZEEKK1.' immediately I told my first officer to go back up to FL360 until we get the confusion sorted out; but by that time we had already descended about 300 feet. I responded and said 'okay sir; you're saying a bunch of different call signs here; who is cleared to descend via the ZEEKK1 arrival?' he then comes back and says a third call sign 'aircraft a (fourth digit of call sign different from aircraft X); cleared to descend via the ZEEKK1 arrival'. I then told ATC that we; aircraft X; had started down since we thought he said aircraft X originally. He then corrects himself and says 'aircraft B; aircraft B (similar flight number; but different company); descend via the ZEEKK1 arrival landing west'. About a minute goes by and then he gives us the proper clearance to descend via the ZEEKK1. Come to find out; aircraft B and aircraft a were both in front of us on the arrival and all 3 of our call signs were mixed up. After we received the proper clearance; we descended via without further incident.I think that all of these similar sounding call signs that we are using is a hazard. It creates mass confusion for ATC and also for pilots. It happens very frequently where a pilot will take another's radio call by mistake and/or where ATC gives an airplane a clearance meant for another flight. I'm not sure of a solid solution other than extreme caution and diligence for all pilots and ATC alike. But to truly eradicate these issues; it would take a complete change in logistics and planning. There are 9999 different flight number combinations that can be used; and we're only using a fraction of those combinations.

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Original NASA ASRS Text

Title: Air carrier flight crew reported three aircraft on the same arrival with similar call signs caused confusion for pilots and controller.

Narrative: On flight to IAH (which was severely delayed) we were close to our top of descent; but still at cruise; FL360; and originally filed on the DOOBI2 arrival into IAH. We were then given an arrival change; the new clearance was direct SWB for the ZEEKK1. I asked ATC for a descent since our top of descent was only about 15NM away. They gave us a frequency change and told us the next controller would have that for us. I then checked in with the next controller at FL360.About a minute or two later; right as we were approaching our Vertex Time of Arrival (VTA); Center says 'Aircraft Y (second digit of call sign different from Aircraft X); descend via the ZEEKK1 arrival landing west.' Already with VNAV armed; my First Officer; thought he had heard ATC say 'Aircraft X'; he then dialed in the bottom altitude of the arrival in the altitude selector and the airplane began to capture the path. I caught that ATC said the wrong flight number; but I figured he meant to say Aircraft X and not Aircraft Y; but I wanted to verify anyway. So I said 'I just want to confirm; Aircraft X cleared to descend via the ZEEKK1 arrival?' The Center Controller then came back on and said 'uhhhh Aircraft Z (first digit of call sign different from Aircraft X) descend via the ZEEKK1.' Immediately I told my First Officer to go back up to FL360 until we get the confusion sorted out; but by that time we had already descended about 300 feet. I responded and said 'okay sir; you're saying a bunch of different call signs here; who is cleared to descend via the ZEEKK1 arrival?' He then comes back and says a third call sign 'Aircraft A (fourth digit of call sign different from Aircraft X); cleared to descend via the ZEEKK1 arrival'. I then told ATC that we; Aircraft X; had started down since we thought he said Aircraft X originally. He then corrects himself and says 'Aircraft B; Aircraft B (similar flight number; but different company); descend via the ZEEKK1 arrival landing west'. About a minute goes by and then he gives us the proper clearance to descend via the ZEEKK1. Come to find out; Aircraft B and Aircraft A were both in front of us on the arrival and all 3 of our call signs were mixed up. After we received the proper clearance; we descended via without further incident.I think that all of these similar sounding call signs that we are using is a hazard. It creates mass confusion for ATC and also for pilots. It happens very frequently where a pilot will take another's radio call by mistake and/or where ATC gives an airplane a clearance meant for another flight. I'm not sure of a solid solution other than extreme caution and diligence for all pilots and ATC alike. But to truly eradicate these issues; it would take a complete change in logistics and planning. There are 9999 different flight number combinations that can be used; and we're only using a fraction of those combinations.

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.