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Association’s (AWA) Award of Excellence awarded to
CALLBACK’s editors, Rex Hardy in 1982, and Dr.
Rowena Morrison in 1992.
Flight Safety Foundation recently honored ASRS
with the Cecil A. Brownlow award for ASRS Directline.
First established as the FSF Publication Award, the
award was renamed in 1988 in memory of Cecil A.
Brownlow, an aviation journalist and former FSF
editor. The Foundation has given the award since
1968 to honor publications and individuals that have
reported consistently and accurately on timely
aviation safety issues from around the globe. An
independent award board makes the selection from
nominations from throughout the world’s aviation
community.
The award noted that “ASRS Directline, under the
editorship of Charles R. Drew…[has been
awarded]…the Flight Safety Foundation (FSF) Cecil A.
Brownlow Publication Award in recognition of
outstanding achievement in the furtherance of
aviation safety through the reporting and dissemination
of timely safety information. ASRS Directline,
using the incident database created from reports to
the U.S. National Aeronautics and Space
Administration’s Aviation Safety Reporting System
(ASRS), offers a unique focus on real-time operational
safety issues.
“By placing this wealth of data in the hands of the
aviation community, ASRS Directline has helped
reduce risk and prevent accidents,” the award citation
noted. “ASRS Directline is distributed without charge
to selected U.S. and non-U.S. recipients and has been
reprinted in many company safety newsletters.”
ASRS shared the 1995 award with Jerry Hannifin, a
correspondent with Time Magazine. Mr. Hannifin
was honored for his long-term contribution to
aviation reporting.
ASRS thanks the Flight Safety Foundation for this
prestigious award—we are truly honored. _
Directline Wins
Flight Safety Foundation Award
6 Issue Number 8
“We were operating about one hour late which put us in XYZ area at the same time as [company
flight] 552. Our number was 522. Controller cleared 522 direct, descend and maintain
4,000…I acknowledged and we complied. We had not heard 552 on frequency yet. Nor had we heard him
respond to the same clearance. We had blocked each other and not known it until a phone conversation
later. Suddenly the Controller said, ‘552, Where are you going?’ 552 [replied], ‘You cleared us direct down
to 4,000.’ ATC was silent for about 10 seconds, seemed longer… A target showed on TCAS at 12:00
o’clock, 2,000 feet below us. If [we had] continued we would have had a near midair. ATC continued to
give both 522 and 552 a lot a strange vectors—obviously for traffic. I queried ATC about it and he said,
‘You guys keep getting your flight numbers mixed up.’ I know he said 522 in the original clearance, but he
meant it for 552. Also 552 was expecting that clearance, so he responded. In retrospect, it was strange that
we would be cleared from 9,000 to 4,000 in such a high density area. I thought maybe the traffic was light at
that time.” (#266870)
The Captain of Flight 522 adds:
“No matter how it happened, this is a classic illustration of how dangerous similar callsigns can be, and
how a very simple slip by a pilot or controller could result in disaster. My personal feeling is that, given the
number of similar callsigns that I hear, my company does not work very hard at ‘de-conflicting’ them…The
current efforts still leave many problems out there looking for the worst possible time to happen.” (#266985)
“If I Called the Wrong Number,
Why Did You Answer the Phone?”
No one factor “causes” the situations
reported here. Rather, as can
been seen in the above report, a combination
of factors on both sides of
the radio leads to incidents. The purpose
of this article is to inform readers
where aircraft callsigns come from,
and how similar callsigns can complicate
communication.
Innumerable Numbers
The Aviation Safety Reporting System
(ASRS) receives a large number of
reports regarding callsign similarities
and confusion, as air traffic and radio
transmissions increase. Most reports
indicate only momentary confusion or
minor infractions of a clearance. Others
relate incidents as severe as near
midair collisions (NMACs) or serious
losses of separation.
by
Bob Wright
with
Marcia Patten
Issue Number 8 7
Numbers are always a potential
problem in aviation as they can refer
　
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