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An FK100 flight crew overshoots their assigned altitude when answering to the wrong call sign 6 mi south of steed intersection with N90, ny.
| Attributes | |
| ACN | 486430 |
| Time | |
| Date | 200009 |
| Day | Sat |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | intersection : steed |
| State Reference | NY |
| Altitude | msl bound lower : 2500 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | IMC |
| Weather Elements | Rain |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tracon : n90.tracon |
| Operator | common carrier : air carrier |
| Make Model Name | Fokker 100 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Flight Phase | descent : vacating altitude |
| Route In Use | arrival : on vectors |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp pilot : commercial pilot : multi engine pilot : instrument |
| Experience | flight time last 90 days : 200 flight time total : 11000 flight time type : 5000 |
| ASRS Report | 486430 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : multi engine pilot : instrument pilot : commercial pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 8000 flight time type : 450 |
| ASRS Report | 486679 |
| Events | |
| Anomaly | altitude deviation : overshoot altitude deviation : excursion from assigned altitude other anomaly other |
| Independent Detector | other controllera |
| Resolutory Action | controller : issued alert flight crew : returned to assigned altitude |
| Consequence | faa : reviewed incident with flight crew |
| Supplementary | |
| Problem Areas | ATC Human Performance Flight Crew Human Performance Environmental Factor |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
While in the descent phase of the flight into lga we were given, and the first officer confirmed with his readback, a clearance to 2000 ft from our assigned 3000 ft. I also confirmed the altitude on the MCP and initiated the descent. At approximately 2500 ft, the controller repeatedly called, telling us to immediately climb back to 3000 ft. We did not receive any TCASII warnings. After landing in lga, I called new york approach and talked to a supervisor about what had taken place. He told me it looked as if we had taken another carrier's clearance. The other carrier's call sign was abxx while ours was abyx. He also told me that there had not been any conflict. The first officer and I both are sure we heard our call sign which also made sense, considering our position approaching the localizer. The supervisor stated that on this approach we always cross the localizer for a left turn to base. I believe these types of mistakes will continue until a system consisting of a data link between the controllers and pilots is brought into service. Supplemental information from acn 486679: while in descent phase of flight inbound lga for ILS runway 13, approach gave descent to 2000 ft. I used entire call sign in readback knowing of possible conflict/confusion.
Original NASA ASRS Text
Title: AN FK100 FLC OVERSHOOTS THEIR ASSIGNED ALT WHEN ANSWERING TO THE WRONG CALL SIGN 6 MI S OF STEED INTXN WITH N90, NY.
Narrative: WHILE IN THE DSCNT PHASE OF THE FLT INTO LGA WE WERE GIVEN, AND THE FO CONFIRMED WITH HIS READBACK, A CLRNC TO 2000 FT FROM OUR ASSIGNED 3000 FT. I ALSO CONFIRMED THE ALT ON THE MCP AND INITIATED THE DSCNT. AT APPROX 2500 FT, THE CTLR REPEATEDLY CALLED, TELLING US TO IMMEDIATELY CLB BACK TO 3000 FT. WE DID NOT RECEIVE ANY TCASII WARNINGS. AFTER LNDG IN LGA, I CALLED NEW YORK APCH AND TALKED TO A SUPVR ABOUT WHAT HAD TAKEN PLACE. HE TOLD ME IT LOOKED AS IF WE HAD TAKEN ANOTHER CARRIER'S CLRNC. THE OTHER CARRIER'S CALL SIGN WAS ABXX WHILE OURS WAS ABYX. HE ALSO TOLD ME THAT THERE HAD NOT BEEN ANY CONFLICT. THE FO AND I BOTH ARE SURE WE HEARD OUR CALL SIGN WHICH ALSO MADE SENSE, CONSIDERING OUR POS APCHING THE LOC. THE SUPVR STATED THAT ON THIS APCH WE ALWAYS CROSS THE LOC FOR A L TURN TO BASE. I BELIEVE THESE TYPES OF MISTAKES WILL CONTINUE UNTIL A SYS CONSISTING OF A DATA LINK BTWN THE CTLRS AND PLTS IS BROUGHT INTO SVC. SUPPLEMENTAL INFO FROM ACN 486679: WHILE IN DSCNT PHASE OF FLT INBOUND LGA FOR ILS RWY 13, APCH GAVE DSCNT TO 2000 FT. I USED ENTIRE CALL SIGN IN READBACK KNOWING OF POSSIBLE CONFLICT/CONFUSION.
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.