|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : cvg|
|Altitude||msl bound lower : 12000|
msl bound upper : 12000
|Controlling Facilities||tracon : cvg|
artcc : zoa
|Operator||common carrier : air carrier|
|Make Model Name||Medium Large Transport, Low Wing, 2 Turbojet Eng|
|Flight Phase||cruise other|
|Route In Use||enroute : on vectors|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 150|
flight time total : 3700
flight time type : 150
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Anomaly||non adherence : clearance|
other anomaly other
other spatial deviation
|Independent Detector||other controllera|
|Resolutory Action||controller : issued new clearance|
flight crew : returned to intended course or assigned course
|Air Traffic Incident||Pilot Deviation|
On arrival into cvg approximately 20-30 NM southwest of the cvg VOR at 12000 ft inbound on the 060 degree heading (240 degree radial from cvg VOR). We were on cvg approach control when we heard the controller say 'air carrier I need to widen you out, fly heading 350 degrees.' I read back 'air carrier 350 degrees' and we turned to that heading. Approximately 1-2 mins later, the controller asked us our heading and why we had turned. I replied '350 degrees on an assigned heading.' the controller said 'turn immediately to 090 degrees, that 350 degree heading was for an aircraft on another frequency.' we immediately turned to 090 degrees. I believe the controller working 2 frequencys and the fact that there were similar flight numbers on each frequency were the contributing factors. Controllers working separate frequencys makes it very difficult for us to maintain as high a situational awareness as we could. On a single frequency we are able to hear if another flight answers the controller's instructions when we think the instructions are for us. That raises a question in our minds and we are able to ask 'was that last call for us (flight number).' also the fact that 2 aircraft answer at the same time (each thinking the instruction was for them) will alert the controller and enable him/her to say 'blocked, confirm flight XXX...' and he can confirm/reissue his instructions. Obviously similar flight numbers, be it on a single frequency or separate frequencys, are a major drawback.
Original NASA ASRS Text
Title: REPLY TO WRONG CALL SIGN.
Narrative: ON ARR INTO CVG APPROX 20-30 NM SW OF THE CVG VOR AT 12000 FT INBOUND ON THE 060 DEG HDG (240 DEG RADIAL FROM CVG VOR). WE WERE ON CVG APCH CTL WHEN WE HEARD THE CTLR SAY 'ACR I NEED TO WIDEN YOU OUT, FLY HDG 350 DEGS.' I READ BACK 'ACR 350 DEGS' AND WE TURNED TO THAT HDG. APPROX 1-2 MINS LATER, THE CTLR ASKED US OUR HDG AND WHY WE HAD TURNED. I REPLIED '350 DEGS ON AN ASSIGNED HDG.' THE CTLR SAID 'TURN IMMEDIATELY TO 090 DEGS, THAT 350 DEG HDG WAS FOR AN ACFT ON ANOTHER FREQ.' WE IMMEDIATELY TURNED TO 090 DEGS. I BELIEVE THE CTLR WORKING 2 FREQS AND THE FACT THAT THERE WERE SIMILAR FLT NUMBERS ON EACH FREQ WERE THE CONTRIBUTING FACTORS. CTLRS WORKING SEPARATE FREQS MAKES IT VERY DIFFICULT FOR US TO MAINTAIN AS HIGH A SITUATIONAL AWARENESS AS WE COULD. ON A SINGLE FREQ WE ARE ABLE TO HEAR IF ANOTHER FLT ANSWERS THE CTLR'S INSTRUCTIONS WHEN WE THINK THE INSTRUCTIONS ARE FOR US. THAT RAISES A QUESTION IN OUR MINDS AND WE ARE ABLE TO ASK 'WAS THAT LAST CALL FOR US (FLT NUMBER).' ALSO THE FACT THAT 2 ACFT ANSWER AT THE SAME TIME (EACH THINKING THE INSTRUCTION WAS FOR THEM) WILL ALERT THE CTLR AND ENABLE HIM/HER TO SAY 'BLOCKED, CONFIRM FLT XXX...' AND HE CAN CONFIRM/REISSUE HIS INSTRUCTIONS. OBVIOUSLY SIMILAR FLT NUMBERS, BE IT ON A SINGLE FREQ OR SEPARATE FREQS, ARE A MAJOR DRAWBACK.
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.