Narrative:

This report is in response to the communication and control problems our flight had with potomac approach this morning on our arrival and approach to dca. The weather into dca was moderate rain showers with a ceiling of 400 ft; with approach to ILS 1. To make things worse; the controller operating our flight was sarcastic to the flight crew when we attempted to verify a clearance and restriction altitude. The controller also issued a final clearance to a 'call sign' that was not at all even related to our flight number; then scolded and blamed the crew for not following the clearance. When we related that the clearance was not to us; the controller informed us that we were the only flight he was controlling and that of course it was for us. Specifically; we were on the eldee 4 arrival and cleared to descend to 8;000 ft. I acknowledged the clearance and informed the controller that we would not be able to make the restriction of 8;000 ft by eldee intersection as depicted on the arrival. The controller informed us; in a harsh response; that he only cleared us to 8;000 ft and did not give us a crossing restriction of 8;000 ft at eldee. I did not respond to this comment by the controller; but he set up a relationship where the flight crew was discouraged from clarifying a clearance; especially in this incident where the arrival clearly shows a crossing restriction of 8;000 ft. This was compounded when we were being vectored for the ILS 1 approach at dca; at 2;500 ft; and the same controller gave a heading and instruction to a call sign totally unrelated to our call sign. We did not answer; and in about 30 seconds; the controller called us; now the correct call sign; and asked if we were going to follow his clearance. I told the controller that the last call was not to our aircraft. He then informed me that we were the only aircraft under his control and we missed the call. I am writing this report; because in my opinion; this controller set up an environment to make the crew uncomfortable in verifying any clearance. Also; if we were the only aircraft under his control; he should have been more attentive in giving a proper clearance to the proper aircraft during our final approach. Dca is a difficult environment to operate; and the weather situation increased the complexity of this operation. I believe that attentiveness and cooperation is essential between the controller and the flight crews. On this flight; the controller did not want to clarify the crossing restriction at eldee; and on final approach vectoring; was more concerned with blaming the flight crew for his call sign error rather that vectoring us on final on what was already a difficult situation for the flight crew.

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Original NASA ASRS Text

Title: Air Carrier on approach to DCA described Controller confusion with regard to their call sign; noting the Controller's attitude and professionalism created an uncomfortable operating environment.

Narrative: This report is in response to the communication and control problems our flight had with Potomac Approach this morning on our arrival and approach to DCA. The weather into DCA was moderate rain showers with a ceiling of 400 FT; with Approach to ILS 1. To make things worse; the Controller operating our flight was sarcastic to the flight crew when we attempted to verify a clearance and restriction altitude. The Controller also issued a final clearance to a 'Call Sign' that was not at all even related to our flight number; then scolded and blamed the crew for not following the clearance. When we related that the clearance was not to us; the Controller informed us that we were the only flight he was controlling and that of course it was for us. Specifically; we were on the ELDEE 4 Arrival and cleared to descend to 8;000 FT. I acknowledged the clearance and informed the Controller that we would not be able to make the restriction of 8;000 FT by ELDEE Intersection as depicted on the arrival. The Controller informed us; in a harsh response; that he only cleared us to 8;000 FT and did not give us a crossing restriction of 8;000 FT at ELDEE. I did not respond to this comment by the Controller; but he set up a relationship where the flight crew was discouraged from clarifying a clearance; especially in this incident where the arrival clearly shows a crossing restriction of 8;000 FT. This was compounded when we were being vectored for the ILS 1 Approach at DCA; at 2;500 FT; and the same Controller gave a heading and instruction to a call sign totally unrelated to our call sign. We did not answer; and in about 30 seconds; the Controller called us; now the correct call sign; and asked if we were going to follow his clearance. I told the Controller that the last call was not to our aircraft. He then informed me that we were the only aircraft under his control and we missed the call. I am writing this report; because in my opinion; this Controller set up an environment to make the crew uncomfortable in verifying any clearance. Also; if we were the only aircraft under his control; he should have been more attentive in giving a proper clearance to the proper aircraft during our final approach. DCA is a difficult environment to operate; and the weather situation increased the complexity of this operation. I believe that attentiveness and cooperation is essential between the Controller and the flight crews. On this flight; the Controller did not want to clarify the crossing restriction at ELDEE; and on final approach vectoring; was more concerned with blaming the flight crew for his call sign error rather that vectoring us on final on what was already a difficult situation for the flight crew.

Data retrieved from NASA's ASRS site as of April 2012 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.