Air carrier aircraft takes another aircraft's clearance to cross an active runway.

Attributes
ACN	463671
Time
Date	200002
Day	Mon
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : las.airport
State Reference	NV
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Weather Elements	Rain
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	A320
Operating Under FAR Part	Part 121
Flight Phase	ground : taxi landing : hold short
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tower : las.tower
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	ground : position and hold
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : instrument pilot : atp
Experience	flight time last 90 days : 100 flight time total : 11000 flight time type : 100
ASRS Report	463671
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : atp
Experience	flight time last 90 days : 150 flight time total : 12000 flight time type : 2400
ASRS Report	464330
Events
Anomaly	incursion : runway non adherence : clearance
Independent Detector	other controllera
Resolutory Action	none taken : detected after the fact
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance Airport
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

On landing at las on runway 25L the controller had us exit and hold short of runway 25R. This was done. As traffic departing runway 25R passed us, I heard 'traffic in position will hold, cross runway 25R, txwys D, and south. I read back the clearance to cross. The clearance was actually for an aircraft downfield which I did not know about. There was no conflict. We only found out that we were wrong when the controller told us it wasn't for us. Supplemental information from acn 464330: contributing factors were busy frequency, aircraft with similar sounding call signs (last digit or two the same in many cases), crew distraction with reconfiguring, after landing flows, advising passenger as to why we were stopped. All these duties were done after we were stopped with brakes set and holding short. Corrective actions would include a more diligent effort on both flight deck crew members' part to be doubly sure of call signs, readback procedures should ascertain beyond any doubt that the correct aircraft is complying with the clearance or instruction, and the captain backing up or actually hearing the clearance not just the acknowledgment.

Original NASA ASRS Text

Title: ACR ACFT TAKES ANOTHER ACFT'S CLRNC TO CROSS AN ACTIVE RWY.

Narrative: ON LNDG AT LAS ON RWY 25L THE CTLR HAD US EXIT AND HOLD SHORT OF RWY 25R. THIS WAS DONE. AS TFC DEPARTING RWY 25R PASSED US, I HEARD 'TFC IN POS WILL HOLD, CROSS RWY 25R, TXWYS D, AND S. I READ BACK THE CLRNC TO CROSS. THE CLRNC WAS ACTUALLY FOR AN ACFT DOWNFIELD WHICH I DID NOT KNOW ABOUT. THERE WAS NO CONFLICT. WE ONLY FOUND OUT THAT WE WERE WRONG WHEN THE CTLR TOLD US IT WASN'T FOR US. SUPPLEMENTAL INFO FROM ACN 464330: CONTRIBUTING FACTORS WERE BUSY FREQ, ACFT WITH SIMILAR SOUNDING CALL SIGNS (LAST DIGIT OR TWO THE SAME IN MANY CASES), CREW DISTR WITH RECONFIGURING, AFTER LNDG FLOWS, ADVISING PAX AS TO WHY WE WERE STOPPED. ALL THESE DUTIES WERE DONE AFTER WE WERE STOPPED WITH BRAKES SET AND HOLDING SHORT. CORRECTIVE ACTIONS WOULD INCLUDE A MORE DILIGENT EFFORT ON BOTH FLT DECK CREW MEMBERS' PART TO BE DOUBLY SURE OF CALL SIGNS, READBACK PROCS SHOULD ASCERTAIN BEYOND ANY DOUBT THAT THE CORRECT ACFT IS COMPLYING WITH THE CLRNC OR INSTRUCTION, AND THE CAPT BACKING UP OR ACTUALLY HEARING THE CLRNC NOT JUST THE ACKNOWLEDGMENT.

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.