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purser found the door armed and disarmed it. These B737’s
have no armed indicator on the outside of the aircraft or
in the cockpit. They are very dangerous for anyone trying
to enter the aircraft from the outside. Everyone needs to
understand how important it is to disarm, check, and
cross-check. These doors are not always easy to arm and
disarm. When working long hours, we’re tired and really
need to pay special attention to this responsibility. Check
and cross-check!
Jorge Moya joined the ASRS staff as
an Assistant Analyst in 2000 while
attending San Jose State University.
After graduating in 2002 with a B.S.
in Aviation Operations and minors in
Business Management and Spanish,
Jorge became an ASRS Researcher
and Alert Distribution Coordinator.
Jorge conducts ASRS database
searches for government and private
entities, tabulates research data, and
coordinates publication of related materials. Jorge is also a
vital link in the timely dissemination of ASRS Safety Alert
Bulletins.
When he’s not crunching data in the office, Jorge can be
found tramping over the local golf links where he plays to
a ten handicap.
Meet the Staff
Pilot/Controller Heads Up! — Similar Callsigns
Errors resulting from similar sounding callsigns present
another example of a chronic issue in which report volume
may correspond to the amount of attention given to the
problem.
The following two reports, typical of several recent
“callsign confusion” incidents, are an indication that pilots
and controllers need to renew their awareness of this
problem. Heads up! Listen up!
■ We…were on an arrival in IMC. We had changed
frequencies and were told to descend to 9,000 feet…. The
controller vectored us to a heading of 130 degrees for
sequencing. The controller told flight ABCD, “Descend
to 7,000 feet.” We had not been told of any similar flight
numbers being on the frequency and called to confirm
that it was, “Flight AECD down to 7,000 feet,” but did not
get a response and assumed it was due to the controller’s
workload. We reached 7,000 feet and were following vectors.
The controller then gave approach instructions to flight
ABCD. Before we could respond to correct the controller
that our flight number was, in fact, AECD, flight ABCD
accepted the instructions to join the approach to Runway
4. As soon as we realized the error, we contacted approach
and notified them of our altitude and began to climb back
to 9,000 feet…. The controller instructed us to return to
7000 feet…. We were handed off to two more frequencies
before a controller notified us that we were following our
company flight ABCD and to be aware of similar callsigns.
■ Our crew was flying air carrier “X” flight from ZZZ to
YYY. We were 40 miles southeast of the VOR in an area
where numerous air carrier flights were crossing. We
thought we heard the controller tell us to descend to 14,000
feet from 15,000 feet. As we were leveling at 14,000 feet, the
controller called out traffic to us at our one and two o’clock
positions, at 14,000 feet. We saw and reported the traffic
to him. ATC then asked us what altitude we were at. We
responded, “14,000 feet.” ATC told us we shouldn’t be at
14,000 feet; that we took air carrier “Y’s” altitude clearance.
The controller then told us to climb back to 15,000 feet
and remain clear of traffic. Our TCASII sounded and we
climbed immediately…. We did not listen clearly to the
clearance for a similar sounding callsign. ATC was busy
with numerous calls and didn’t realize we took another
aircraft’s clearance until a potential conflict occurred. I
apologized to the controller when we leveled off at 15,000
feet. No feelings were hurt. No metal was bent, and I
learned a valuable lesson; “Listen up!”
Pilot/Controller Heads Up! — DFW RNAV Departure
To date, over sixty reports have been submitted to ASRS
regarding deviations from the Dallas-Fort Worth (DFW)
RNAV Standard Instrument Departures (SIDs). The
following report highlights the problem most frequently
cited, specifically, a track deviation from a transition
portion of the SID.
■ While climbing through approximately 25,000 feet on
the TRISS2 RNAV departure, ATC called and asked where
were we going. The First Officer responded that we were,
“Direct TXK,” since that was the next active waypoint. ATC
asked if we were on the departure and we replied that we
　
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