Narrative:

Upon approaching lclk and receiving ATIS information C reported ILS/VOR/visual approaches runway 22 / transition level 110 / surface wind 040-5 / visibility 10K / temperature dew point 25/22. Following the reception of this ATIS we anticipated the STAR to be the BONE1A and transition to the ILS 22. This was programmed in the FMS and the pilot flying thoroughly briefed the arrival and approach. ATC instructed us to proceed direct bonek and descend to FL170. At that time we still had not received any STAR arrival instructions. Approaching bonek; ATC instructed us to follow the BONEK1R. This late clearance required us to be changing FMS selections at a critical stage of flight in an expedited manner coupled with radio transmissions from ATC that were audible only 2 by 5. The BONE1R RNAV routing in the [aircraft X] FMS database routed us through the lca NDB instead of the lca VOR. They are both identified at lca on the approach chart and on the legs page they are also both identified as lca. Due to the unreasonably late clearance there was no time for a two pilot thorough briefing of bearing and distance between all fixes as is our usual procedure. Both pilots checked the fix names on the legs page and that they matched the approach chart.bonek - daros - adlas - lca.the lca NDB is not a fix on any STAR to lclk and so it appears the programming in the database for this airport is incorrect. ATC instructed us that we were proceeding to the lca NDB instead of the lca VOR and to proceed to the lca VOR. At this point; we removed the aircraft from the RNAV STAR in heading select and proceeded to the lca VOR utilizing raw data navigation tracking. The visibility was unlimited with clear skies and there was no other traffic in the area. As we preceded to the lca VOR and resumed the procedure turn outbound; this was also questioned by ATC; we flew the procedure turn according to the FMS in LNAV. We were instructed to report established on the inbound final approach course from which we were cleared to land. Our observation was a lack of proper communication in a timely manner by ATC; proper and correct ATIS information on runway in use and the correct instrument approach procedure (X Y or Z ILS 22); also changing the name of both navigation stations to reflect too different names instead of two navigation sources with the same name; (VOR lca; NDB lca). These are our recommendations.

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Original NASA ASRS Text

Title: Air carrier First Officer reported confusion due to VOR and NDB with same name and an ATC late clearance change.

Narrative: Upon approaching LCLK and receiving ATIS information C reported ILS/VOR/Visual Approaches Runway 22 / Transition Level 110 / Surface Wind 040-5 / Visibility 10K / Temperature Dew point 25/22. Following the reception of this ATIS we anticipated the STAR to be the BONE1A and transition to the ILS 22. This was programmed in the FMS and the Pilot Flying thoroughly briefed the arrival and approach. ATC instructed us to proceed direct BONEK and descend to FL170. At that time we still had not received any STAR arrival instructions. Approaching BONEK; ATC instructed us to follow the BONEK1R. This late clearance required us to be changing FMS selections at a critical stage of flight in an expedited manner coupled with radio transmissions from ATC that were audible only 2 by 5. The BONE1R RNAV routing in the [Aircraft X] FMS Database routed us through the LCA NDB instead of the LCA VOR. They are both identified at LCA on the approach chart and on the legs page they are also both identified as LCA. Due to the unreasonably late clearance there was no time for a two pilot thorough briefing of bearing and distance between all fixes as is our usual procedure. Both pilots checked the fix names on the legs page and that they matched the approach chart.BONEK - DAROS - ADLAS - LCA.The LCA NDB is not a fix on any STAR to LCLK and so it appears the programming in the database for this airport is incorrect. ATC instructed us that we were proceeding to the LCA NDB instead of the LCA VOR and to proceed to the LCA VOR. At this point; we removed the aircraft from the RNAV STAR in Heading Select and proceeded to the LCA VOR utilizing raw data navigation tracking. The visibility was unlimited with clear skies and there was no other traffic in the area. As we preceded to the LCA VOR and resumed the procedure turn outbound; this was also questioned by ATC; we flew the procedure turn according to the FMS in LNAV. We were instructed to report established on the inbound final approach course from which we were cleared to land. Our observation was a lack of proper communication in a timely manner by ATC; proper and correct ATIS information on runway in use and the correct instrument approach procedure (X Y or Z ILS 22); Also changing the name of both navigation stations to reflect too different names instead of two navigation sources with the same name; (VOR LCA; NDB LCA). These are our recommendations.

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.