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Aircraft took clearance meant for another aircraft. Reporter did not hear erroneous clearance readback.
| Attributes | |
| ACN | 200190 |
| Time | |
| Date | 199201 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : ilm |
| State Reference | NC |
| Altitude | msl bound lower : 30500 msl bound upper : 31000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | Medium Large Transport, Low Wing, 2 Turbojet Eng |
| Navigation In Use | Other Other |
| Flight Phase | descent other |
| Route In Use | enroute airway : j121 |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 200 flight time total : 10000 flight time type : 4000 |
| ASRS Report | 200190 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 13000 flight time type : 5000 |
| ASRS Report | 200296 |
| Events | |
| Anomaly | altitude deviation : excursion from assigned altitude non adherence : clearance non adherence : far |
| Independent Detector | other controllera |
| Resolutory Action | flight crew : returned to intended course or assigned course other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
| Situations | |
| ATC Facility | procedure or policy : unspecified |
Narrative:
We were level 350 getting moderate turbulence and requested low from center. He gave us 310 and then a few seconds later reclred us to 290. We acknowledged both transmissions with our full call sign. Descending through 30500 the controller questioned if we were level 310, we said we were cleared to 290. He disagreed and reclred us to 310. After a moment the center controller told us he was working 2 frequencys and we probably answered for another aircraft. It is my opinion that controllers should not be allowed to work more than 1 frequency at a time. Even if we had readback the wrong clearance, the controller did not correct us because he was not listening to our readback. The purpose of our (crews) reading back clrncs is so the controller can verify its accuracy. If they are not listening, or listening to too many frequencys, what's the use of readbacks?
Original NASA ASRS Text
Title: ACFT TOOK CLRNC MEANT FOR ANOTHER ACFT. RPTR DID NOT HEAR ERRONEOUS CLRNC READBACK.
Narrative: WE WERE LEVEL 350 GETTING MODERATE TURB AND REQUESTED LOW FROM CTR. HE GAVE US 310 AND THEN A FEW SECONDS LATER RECLRED US TO 290. WE ACKNOWLEDGED BOTH TRANSMISSIONS WITH OUR FULL CALL SIGN. DSNDING THROUGH 30500 THE CTLR QUESTIONED IF WE WERE LEVEL 310, WE SAID WE WERE CLRED TO 290. HE DISAGREED AND RECLRED US TO 310. AFTER A MOMENT THE CTR CTLR TOLD US HE WAS WORKING 2 FREQS AND WE PROBABLY ANSWERED FOR ANOTHER ACFT. IT IS MY OPINION THAT CTLRS SHOULD NOT BE ALLOWED TO WORK MORE THAN 1 FREQ AT A TIME. EVEN IF WE HAD READBACK THE WRONG CLRNC, THE CTLR DID NOT CORRECT US BECAUSE HE WAS NOT LISTENING TO OUR READBACK. THE PURPOSE OF OUR (CREWS) READING BACK CLRNCS IS SO THE CTLR CAN VERIFY ITS ACCURACY. IF THEY ARE NOT LISTENING, OR LISTENING TO TOO MANY FREQS, WHAT'S THE USE OF READBACKS?
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.