A climbing C650 flight crew 5 mi southwest of hio, or, accepts a clearance meant for another aircraf...

Attributes
ACN	476565
Time
Date	200006
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : hio.airport
State Reference	OR
Altitude	msl bound lower : 4000 msl bound upper : 6600
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : corporate
Make Model Name	Citation III, VI, VII
Operating Under FAR Part	Part 91
Flight Phase	climbout : vacating altitude
Route In Use	departure : on vectors departure sid : farmington
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 75 flight time total : 2050 flight time type : 25
ASRS Report	476565
Person 2
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	altitude deviation : excursion from assigned altitude non adherence : clearance other anomaly other other spatial deviation
Independent Detector	aircraft equipment : tcas other controllera
Resolutory Action	controller : issued advisory controller : issued new clearance flight crew : returned to original clearance other
Consequence	faa : reviewed incident with flight crew
Miss Distance	horizontal : 10000
Supplementary
Problem Areas	Environmental Factor Flight Crew Human Performance ATC Human Performance Airspace Structure
Primary Problem	ATC Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Our departure clearance was the farmington 3 (farm.3) asf off of hio, initial altitude on departure was 4000 ft. During climb out we made a left turn to a heading of 120 degrees to intercept the 346 degree radial off of ubg VOR as required by the SID. Hio tower handed us over to portland departure. We checked on at 3000 ft for 4000 ft, 120 degree heading to intercept. Portland advised negative mode C and identify. I recycled and idented. The controller was working multiple frequencys and issued a clearance for us direct to the ubg VOR and up to 9000 ft. I read back the clearance with our call sign and the controller acknowledged our readback with a 'roger.' the next transmission from the controller was that we had busted our altitude. We leveled at 6600 ft and we were cleared back down to 6000 ft then we were issued new headings. I advised the controller of our clearance as we understood it and acknowledged to him. The controller advised us we had taken another aircraft's clearance. During the climb we received a TA on our TCASII. I believe it was 2-3 mi away. I do not recall the altitude of the other aircraft or if they took evasive action. The controller then switched us to his other frequency and we continued the departure. Without question, during the departure, neither the PF nor myself felt that we had mistaken any clrncs from the controller that were intended for another aircraft, as well as the fact that the controller acknowledged our readbacks for the clrncs. The controller was working more than 1 frequency and whether or not another aircraft acknowledged that transmission or stepped on our transmission we were unaware. I do not know what we could have done differently in this situation -- the cockpit was sterile and we were both focused on complying with the departure instructions. In the future, I will be even more vigilant while in a congested terminal area where a controller is working multiple frequencys.

Original NASA ASRS Text

Title: A CLBING C650 FLC 5 MI SW OF HIO, OR, ACCEPTS A CLRNC MEANT FOR ANOTHER ACFT WHILE THE PDX DEP CTLR IS OPERATING A SPLIT POS AT P80, OR.

Narrative: OUR DEP CLRNC WAS THE FARMINGTON 3 (FARM.3) ASF OFF OF HIO, INITIAL ALT ON DEP WAS 4000 FT. DURING CLBOUT WE MADE A L TURN TO A HDG OF 120 DEGS TO INTERCEPT THE 346 DEG RADIAL OFF OF UBG VOR AS REQUIRED BY THE SID. HIO TWR HANDED US OVER TO PORTLAND DEP. WE CHKED ON AT 3000 FT FOR 4000 FT, 120 DEG HDG TO INTERCEPT. PORTLAND ADVISED NEGATIVE MODE C AND IDENT. I RECYCLED AND IDENTED. THE CTLR WAS WORKING MULTIPLE FREQS AND ISSUED A CLRNC FOR US DIRECT TO THE UBG VOR AND UP TO 9000 FT. I READ BACK THE CLRNC WITH OUR CALL SIGN AND THE CTLR ACKNOWLEDGED OUR READBACK WITH A 'ROGER.' THE NEXT XMISSION FROM THE CTLR WAS THAT WE HAD BUSTED OUR ALT. WE LEVELED AT 6600 FT AND WE WERE CLRED BACK DOWN TO 6000 FT THEN WE WERE ISSUED NEW HDGS. I ADVISED THE CTLR OF OUR CLRNC AS WE UNDERSTOOD IT AND ACKNOWLEDGED TO HIM. THE CTLR ADVISED US WE HAD TAKEN ANOTHER ACFT'S CLRNC. DURING THE CLB WE RECEIVED A TA ON OUR TCASII. I BELIEVE IT WAS 2-3 MI AWAY. I DO NOT RECALL THE ALT OF THE OTHER ACFT OR IF THEY TOOK EVASIVE ACTION. THE CTLR THEN SWITCHED US TO HIS OTHER FREQ AND WE CONTINUED THE DEP. WITHOUT QUESTION, DURING THE DEP, NEITHER THE PF NOR MYSELF FELT THAT WE HAD MISTAKEN ANY CLRNCS FROM THE CTLR THAT WERE INTENDED FOR ANOTHER ACFT, AS WELL AS THE FACT THAT THE CTLR ACKNOWLEDGED OUR READBACKS FOR THE CLRNCS. THE CTLR WAS WORKING MORE THAN 1 FREQ AND WHETHER OR NOT ANOTHER ACFT ACKNOWLEDGED THAT XMISSION OR STEPPED ON OUR XMISSION WE WERE UNAWARE. I DO NOT KNOW WHAT WE COULD HAVE DONE DIFFERENTLY IN THIS SIT -- THE COCKPIT WAS STERILE AND WE WERE BOTH FOCUSED ON COMPLYING WITH THE DEP INSTRUCTIONS. IN THE FUTURE, I WILL BE EVEN MORE VIGILANT WHILE IN A CONGESTED TERMINAL AREA WHERE A CTLR IS WORKING MULTIPLE FREQS.

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.

A climbing C650 flight crew 5 mi southwest of hio, or, accepts a clearance meant for another aircraft while the pdx departure controller is operating a split position at P80, or.