Narrative:

While taxiing northeast on taxiway mike; we were assigned to hold short of taxiway bravo on mike. After a few moments we received the following clearance: 'aircraft X; cleared across bravo on mike to the ramp'. After acknowledging the clearance; the captain proceeded to increase the thrust levers to begin moving. Due to a small uphill gradient; it took a few moments for the aircraft to begin moving forward. However as we were slowly accelerating toward the intersection of bravo and mike we noticed that a B737 was taxiing at a higher than normal velocity across runway 23 to enter taxiway bravo. At that moment; the we both realized that due to their unusually fast taxi speed while exiting runway 23; a collision would most likely occur. Therefore the captain rapidly applied brakes to bring our aircraft to a complete stop short of taxiway bravo. At that moment we both watched in amazement as the B737 passed from right to left at a speed one would expect a vehicle would travel when trying to beat a yellow light at an intersection. We both shared glances of shock and disbelief of what we just witnessed immediately following the near hit. I then contacted ground and informed them that we are not sure what happened; but a B737 just passed in front of us and we would like a clarification of our taxi clearance. The ground controller informed us that the B737 was not cleared across runway 23; forcing a CRJ900 to go-around; and is trying to be contacted by the FAA. The clt ground controller issued a new clearance to continue on mike across bravo to the ramp. Upon entering the ramp; we fell behind the same B737 which had come to a complete stop while receiving the phone number for the FAA. We continued without further incident to our gate. After talking with the controller for clt tower; we discovered that the call-sign assigned to the B737 was 'aircraft xx'. Our call sign was 'aircraft X'. Therefore; when the clearance was given for aircraft X to cross bravo on mike; the maintenance personnel in the B737; we assume; mistakenly took the clearance instead and figured it to be 'cross 23 on bravo'. Due to the lack of headsets worn by the maintenance personnel in the B737 (we assume) the clarity of the ground controller clearances and instructions received by the maintenance personnel was less than good; and therefore compromising proper communication. It's assumed that there may not be the same safety culture among maintenance personnel regarding proper radio communication as there is among the pilot culture. To further explain; whenever there is any ambiguity or uncertainty in any ATC clearance or instruction; a request by either pilot for clarification (as per the far's) is made. Unfortunately the words and rhythm of the clearance given to us (aircraft X) had enough difference from what aircraft xx would expect to hear and would therefore indicate that only a portion of the clearance was received without further clarification by the maintenance personnel. Furthermore; the practice of using maintenance personnel to taxi aircraft around a busy and often congested class B airport such as clt may have contributed to the cause of the event. It may be prudent to investigate the appropriateness and safety hazards associated with this practice. I assume there is very little to no training or instruction given to maintenance personnel in taxiing aircraft and/or ATC communications?

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Original NASA ASRS Text

Title: CRJ200 First Officer describes a ground conflict at Taxiways B and M as a B737; being taxied by maintenance personnel; accepts the clearance meant for the CRJ and taxis across Runway 23 on Taxiway B. Both aircraft were using a call sign with the same three digit number although the prefix was different.

Narrative: While taxiing northeast on Taxiway Mike; we were assigned to hold short of Taxiway Bravo on Mike. After a few moments we received the following clearance: 'Aircraft X; cleared across Bravo on Mike to the Ramp'. After acknowledging the clearance; the Captain proceeded to increase the thrust levers to begin moving. Due to a small uphill gradient; it took a few moments for the aircraft to begin moving forward. However as we were slowly accelerating toward the intersection of Bravo and Mike we noticed that a B737 was taxiing at a higher than normal velocity across Runway 23 to enter taxiway Bravo. At that moment; the we both realized that due to their unusually fast taxi speed while exiting Runway 23; a collision would most likely occur. Therefore the Captain rapidly applied brakes to bring our aircraft to a complete stop short of taxiway Bravo. At that moment we both watched in amazement as the B737 passed from right to left at a speed one would expect a vehicle would travel when trying to beat a yellow light at an intersection. We both shared glances of shock and disbelief of what we just witnessed immediately following the near hit. I then contacted ground and informed them that we are not sure what happened; but a B737 just passed in front of us and we would like a clarification of our taxi clearance. The Ground Controller informed us that the B737 was not cleared across Runway 23; forcing a CRJ900 to go-around; and is trying to be contacted by the FAA. The CLT Ground Controller issued a new clearance to continue on Mike across Bravo to the ramp. Upon entering the Ramp; we fell behind the same B737 which had come to a complete stop while receiving the phone number for the FAA. We continued without further incident to our gate. After talking with the Controller for CLT Tower; we discovered that the call-sign assigned to the B737 was 'Aircraft XX'. Our call sign was 'Aircraft X'. Therefore; when the clearance was given for Aircraft X to cross Bravo on Mike; the maintenance personnel in the B737; we assume; mistakenly took the clearance instead and figured it to be 'cross 23 on Bravo'. Due to the lack of headsets worn by the maintenance personnel in the B737 (we assume) the clarity of the ground controller clearances and instructions received by the maintenance personnel was less than good; and therefore compromising proper communication. It's assumed that there may not be the same safety culture among maintenance personnel regarding proper radio communication as there is among the pilot culture. To further explain; whenever there is any ambiguity or uncertainty in any ATC clearance or instruction; a request by either pilot for clarification (As per the FAR's) is made. Unfortunately the words and rhythm of the clearance given to us (Aircraft X) had enough difference from what Aircraft XX would expect to hear and would therefore indicate that only a portion of the clearance was received without further clarification by the maintenance personnel. Furthermore; the practice of using maintenance personnel to taxi aircraft around a busy and often congested Class B airport such as CLT may have contributed to the cause of the event. It may be prudent to investigate the appropriateness and safety hazards associated with this practice. I assume there is very little to no training or instruction given to maintenance personnel in taxiing aircraft and/or ATC communications?

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.