<< >> NASA ASRS Report 451153, October 1999

A fokker flight crew verified the radio call sign several times and then were told they had accepted a clearance for another aircraft.

Attributes
ACN	451153
Time
Date	199910
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : phl.airport
State Reference	PA
Altitude	msl single value : 6000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : phl.tracon
Operator	common carrier : air carrier
Make Model Name	Fokker 100
Operating Under FAR Part	Part 121
Flight Phase	descent : intermediate altitude
Route In Use	arrival : on vectors
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tracon : phl.tracon
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	descent : intermediate altitude
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 : 300 flight time total : 12000 flight time type : 2000
ASRS Report	451153
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	other anomaly other
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance
Supplementary
Problem Areas	ATC Human Performance
Primary Problem	ATC Human Performance

Narrative:

While on vectors for an ILS to runway 27R at phl, we were at 6000 ft, 20 mi southwest of the airport on a heading of 180 degrees. We were aircraft X. There was also an aircraft Y on the frequency. The controller then gave aircraft X a left turn to heading 050 degrees. I asked the controller to confirm the 050 degree heading for aircraft X, since it was a large turn. The controller confirmed heading 050 degrees for aircraft X. As we rolled out on heading 050 degrees, the controller requested our heading. I said 050 degrees as assigned. The controller then said that we took the heading assignment that was for aircraft Y. The controller continued to give us left turns for sequencing back in line for the approach. There appeared to be no conflict on TCASII and no conflict was stated by the controller. Conclusions: both controllers and pilots need to be very aware of call signs. Airline should not schedule similar flight numbers to the same airport.

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Original NASA ASRS Text

Title: A FOKKER FLC VERIFIED THE RADIO CALL SIGN SEVERAL TIMES AND THEN WERE TOLD THEY HAD ACCEPTED A CLRNC FOR ANOTHER ACFT.

Narrative: WHILE ON VECTORS FOR AN ILS TO RWY 27R AT PHL, WE WERE AT 6000 FT, 20 MI SW OF THE ARPT ON A HDG OF 180 DEGS. WE WERE ACFT X. THERE WAS ALSO AN ACFT Y ON THE FREQ. THE CTLR THEN GAVE ACFT X A L TURN TO HDG 050 DEGS. I ASKED THE CTLR TO CONFIRM THE 050 DEG HDG FOR ACFT X, SINCE IT WAS A LARGE TURN. THE CTLR CONFIRMED HDG 050 DEGS FOR ACFT X. AS WE ROLLED OUT ON HDG 050 DEGS, THE CTLR REQUESTED OUR HDG. I SAID 050 DEGS AS ASSIGNED. THE CTLR THEN SAID THAT WE TOOK THE HDG ASSIGNMENT THAT WAS FOR ACFT Y. THE CTLR CONTINUED TO GIVE US L TURNS FOR SEQUENCING BACK IN LINE FOR THE APCH. THERE APPEARED TO BE NO CONFLICT ON TCASII AND NO CONFLICT WAS STATED BY THE CTLR. CONCLUSIONS: BOTH CTLRS AND PLTS NEED TO BE VERY AWARE OF CALL SIGNS. AIRLINE SHOULD NOT SCHEDULE SIMILAR FLT NUMBERS TO THE SAME ARPT.

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.