Narrative:

Arriving ftw via the DODJE3 STAR. Regional approach issued a clearance to 'direct cabby, then heading 270 degrees.' we had received the current ATIS which called for landing runway 34 at ftw. I had entered the approach into the FMS for situational awareness and backup to a visual approach. When issued the clearance to cabby, I understood it to be caddy, which is the FAF for runway 34 at ftw and entered 'direct to' on the FMS. About 3 to 4 mins later, the controller asked our heading, which was still approximately 300 degrees. He advised we missed our turn and to now 'turn to heading 250 degrees.' I got on the radio and stated we had not yet reached caddy. He replied, 'you've passed it by 10 miles. Turn left now to 250 degrees' which we complied with. We then caught the error of going direct to caddy, not cabby as cleared. I apologized for the error to which the controller responded 'no problem.' when handed off to the next controller the PNF again apologized and received the same response. Contributing factors which I believe compounded the situation 1) having two intxns within 30 NM of each other serving the same airport being so close together in pronunciation and sound. A busy radio environment with ATC talking faster than the normal mode of conversation, caddy and cabby sound identical. 2) on the easy avionics/FMS, when a fix further down the route is selected, all fixes in between are removed from the waypoint list. Now, when caddy was selected, cabby was removed from the waypoint list on the inav screen. When we heard cabby from ATC, it was not on our FMS list and this created some confusion until the STAR chart was consulted. Still being new to the easy system, this is something we've now learned to expect and will be more vigilant during subsequent operations.

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Original NASA ASRS Text

Title: ON DODJE ARR TO FTW, FLT CREW OF A DA2000 MISUNDERSTAND D10 CLRNC OF DIRECT CABBY INTXN AS DIRECT CADDY LOM FOR RWY 34. ATC ALERTED CREW OF DEVIATION.

Narrative: ARRIVING FTW VIA THE DODJE3 STAR. REGIONAL APCH ISSUED A CLRNC TO 'DIRECT CABBY, THEN HDG 270 DEGS.' WE HAD RECEIVED THE CURRENT ATIS WHICH CALLED FOR LNDG RWY 34 AT FTW. I HAD ENTERED THE APCH INTO THE FMS FOR SITUATIONAL AWARENESS AND BACKUP TO A VISUAL APCH. WHEN ISSUED THE CLRNC TO CABBY, I UNDERSTOOD IT TO BE CADDY, WHICH IS THE FAF FOR RWY 34 AT FTW AND ENTERED 'DIRECT TO' ON THE FMS. ABOUT 3 TO 4 MINS LATER, THE CTLR ASKED OUR HDG, WHICH WAS STILL APPROX 300 DEGS. HE ADVISED WE MISSED OUR TURN AND TO NOW 'TURN TO HDG 250 DEGS.' I GOT ON THE RADIO AND STATED WE HAD NOT YET REACHED CADDY. HE REPLIED, 'YOU'VE PASSED IT BY 10 MILES. TURN L NOW TO 250 DEGS' WHICH WE COMPLIED WITH. WE THEN CAUGHT THE ERROR OF GOING DIRECT TO CADDY, NOT CABBY AS CLRED. I APOLOGIZED FOR THE ERROR TO WHICH THE CTLR RESPONDED 'NO PROB.' WHEN HANDED OFF TO THE NEXT CTLR THE PNF AGAIN APOLOGIZED AND RECEIVED THE SAME RESPONSE. CONTRIBUTING FACTORS WHICH I BELIEVE COMPOUNDED THE SIT 1) HAVING TWO INTXNS WITHIN 30 NM OF EACH OTHER SERVING THE SAME ARPT BEING SO CLOSE TOGETHER IN PRONUNCIATION AND SOUND. A BUSY RADIO ENVIRONMENT WITH ATC TALKING FASTER THAN THE NORMAL MODE OF CONVERSATION, CADDY AND CABBY SOUND IDENTICAL. 2) ON THE EASY AVIONICS/FMS, WHEN A FIX FURTHER DOWN THE RTE IS SELECTED, ALL FIXES IN BETWEEN ARE REMOVED FROM THE WAYPOINT LIST. NOW, WHEN CADDY WAS SELECTED, CABBY WAS REMOVED FROM THE WAYPOINT LIST ON THE INAV SCREEN. WHEN WE HEARD CABBY FROM ATC, IT WAS NOT ON OUR FMS LIST AND THIS CREATED SOME CONFUSION UNTIL THE STAR CHART WAS CONSULTED. STILL BEING NEW TO THE EASY SYSTEM, THIS IS SOMETHING WE'VE NOW LEARNED TO EXPECT AND WILL BE MORE VIGILANT DURING SUBSEQUENT OPS.

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.