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radar scope. Likewise, a controller
looking at flights 404, 1441, and 4124
on flight progress strips or a radar
screen may feel muddled with all the
similar numbers, while the pilots of
these flights may not have any trouble
hearing their respective flight numbers
called out to them.
Aircraft with similar callsigns arriving
or departing a destination at the
same time sets the stage for a mix-up.
Even with a thorough understanding of
the potential for confusion, this Captain
admits to being caught off-guard
on occasion:
✍ “Every morning, air carrier A flight
123 leaves [one airport] while air carrier
B flight 123 leaves [a nearby airport],
both headed for the same destination…
Both flight crews of both flights have
been aware and alert for the obvious
probable problems of this situation. In
spite of their alertness, at least a dozen
clearances to one of the aircraft have been
read back or at least questioned by the
other. On one occasion, the wrong aircraft
left its cruise altitude based on the clearance
intended for the other.”
From his recommendation, it
sounds as if the Captain has given up
on company avenues, and is seeking
ATC intervention:
“If the operators cannot prevent this
type of situation, each ATC Center should
not accept two or more aircraft with the
same numbers in the callsign.” (#210928)
Similar Numbers + Human Error
= Callsign Confusion
Although the callsign problem originates
in the management arena, flight
crews and controllers add human error
to the equation. Any number of human
factors can combine to cause
miscommunication.
Say What?
Overall radio and communication
technique appears to be a major contributor
to callsign confusion. Use of
an abbreviated callsign, although a
common practice and completely legal,
can invite a misunderstanding.
Related to communication technique
is the issue of readback/hearback, frequently
cited in reports of callsign
confusion. Often this is a case of selective
listening—a pilot’s expectation of
a particular clearance, and a
controller’s expectation of a correct
clearance readback.
✍ “Operating flight 961, we received
and acknowledged a clearance… A few
minutes later a flight 691 received and
read back the same clearance. I commented
on the similar callsigns and asked
the other crew members to listen carefully.
A short time later, the Controller…asked
us to stop our descent…and said something
to the effect, ‘I believe that clearance
was for another aircraft.’ Nothing
more was said on the radio and there appeared
to be no conflict.
“This is a classic example of the confusion
that arises when there are similar
callsigns in the same airspace. Everyone
hears what they expect to hear. If the
Controller misstates a callsign, he probably
will expect to hear a readback from
the aircraft he intended to address and
the mistaken readback will not register. If
a pilot is expecting a clearance, he can
mishear a callsign. I have heard more errors
recently involving the transposition of
callsigns (961 versus 691), than errors
between similar sounding callsigns (1468
versus 468). Everyone must listen carefully
to clearances and readbacks and, to
the extent possible, the airlines must try
to separate similar callsigns.” (#268738)
Issue Number 8 9
Too Busy to Listen
Workload and fatigue, particularly
in bad weather, can take their toll on
people’s ability to concentrate and
perform to the usual standards. For
flight crews, fatigue can be the culmination
of schedule pressures, long
days, and multiple takeoffs and landings
at the same airport with quick
turnarounds. The addition of frequency
congestion can seriously
muddle communication.
✍ “There were three aircraft on frequency
with similar sounding callsigns.
We all had been ‘stepping on’ each
other’s radio transmissions and on Center.
The callsign of the other aircraft was
very similar to our callsign on our [previous]
leg (this was our seventh and last leg
of the day).” (#268344)
High traffic volume, the presence of
airline hubs, and combined position
operation (for example, working
Ground and Tower simultaneously)
can overload ATC personnel and leave
pilots frustrated, as the next report illustrates:
　
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