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the right airport. The First Officer agreed. We descended
to approximately 400 feet when XYZ Tower advised us that
we were on final for ABC [about 3 miles short of XYZ]. We
initiated a go-around.
The ABC runway lights loomed bright
and clear with proper orientation.
XYZ lights were not as obvious.
A cross-check of other available
navigational aids might have given
the crew contradictory information,
motivating them to seek clarification
from ATC.
N
3
6
E
12
15
S
21
24
W
30
33
planning purposes. “Expect” altitudes are not considered
crossing restrictions until verbally issued by ATC.
Another crew fell victim to an apparent readback/hearback
error, which resulted in confusion about the clearance, and
ultimately, to inadequate separation from another aircraft.
n  Departing IFR, clearance was to maintain 5,000 feet,
expect 12,000 in ten minutes. After hand-off to Center...we
understood and read back, “Leaving 5,000 turn left heading
240º for vector on course.” First Officer turned to assigned
heading climbing through 5,000 feet. At 5,300 feet Center
advised assigned altitude was 5,000 feet. We immediately
descended to 5,000. Center then informed us we had traffic
at 12 o’clock and a mile at 6,000. After passing traffic, a
higher altitude was assigned and climb resumed.
In the cockpit, the words “reaching” and “leaving” sound
much alike. We now believe the clearance was probably
“reaching 5,000, etc.” Even our readback to the controller
with “leaving” didn’t catch the different wording.
“Reaching” and “leaving” are commonly used ATC terms
having different usages. They may be used in clearances
involving climbs, descents, turns, or speed changes.
Information found in both written and verbal clearances
is frequently subject to misinterpretation. In our first
ASRS report, instructions in a published procedure were
treated as a clearance by a corporate crew.
n  We were cleared for the VOR arrival. We were at
FL310 and had already programmed the “expect-crossingaltitude”
of 17,000 feet at the VOR [according to the
published arrival procedure]. When the altitude alerter
sounded, I advised Center that we were leaving FL310. He
acknowledged with a “Roger.” At FL270, Center quizzed
us about our descent. I told him we were descending so as
to cross the VOR at 17,000 feet. He advised us that we did
not have clearance to descend. What we thought was a
clearance was in fact an “expect” clearance.
We are both experienced pilots…which just means that
experience is no substitute for a direct question to Center
when you are in doubt about a clearance. Also, the term
“Roger” only means that he received the transmission, not
that he understood the transmission.
The Aeronautical Information Manual (AIM) Section 5-4-1
indicates that “Expect” altitudes are published for
Clearance Clarification
Eye on the Sky
crew is prepared for it, as an air carrier Captain reports:
n  [While we were still at the gate], winds were reported at
260 degrees at 26-35 knots. Windshear loss of 15 knots
had been reported by landing aircraft. By pushback and
taxi-out, wind was reported at 070 degrees at 4 knots. The
last aircraft to land prior to our departure reported no
turbulence or airspeed loss. Takeoff…was normal. At
approximately 600-800 feet AGL, windshear was
annunciated, both visually and aurally, by the windshear
warning system. Airspeed dropped instantly by 25-30
knots to below V2 . The altimeter stopped showing a climb
and the vertical speed indicator showed a 300-foot-perminute
descent. I firewalled the engines. It took about 5-
10 seconds for the aircraft to climb or accelerate.
The First Officer adds: “Even though we had talked about
it during taxi-out, flying into a windshear is an eyeopening
experience. Having had windshear training
repeatedly in the simulator over the last few years really
made the difference.”
The crew’s awareness of the windshear and training to
counteract it were the keys to a safe outcome in this
incident.
Radio communications at uncontrolled airports are
sometimes less than optimal in quality and quantity. An
air carrier Captain reports that an unclear position
report from a tow aircraft at a non-Tower airport almost
led to a ground collision.
n  [Approaching from the southwest], we were on a 5-mile
　
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