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the Skylane and instructed the pilot to climb. There was no
response. I issued traffic to the B737 again, and advised
him that the other aircraft was not listening. The pilot of
the B737 did not see the aircraft. As my airspace lower
limit is 5000 feet, I quickly coordinated with the adjacent
sector, issued the B737 a traffic alert, and descended him to
4000 feet. The aircraft passed within 1/2 mile laterally and
approximately 300 feet vertically. When I finally regained
radio communication with the Skylane, he apologized for
not hearing my calls.
A controller’s only tool is a frequency. If [pilots] are not
listening to their radios, it is impossible for us to do our
jobs.
Wrong Number
Even if everyone on the radio frequency is listening, they
may not be hearing the same things. Similar call signs
can add another dimension to the problem. The
conversation in this ASRS report approaches the comic
confusion of the “Who’s on First” routine, but the
consequences could have been serious.

Taxiing to runway 7L, prior to the hold short line,
Tower cleared our flight for takeoff. The First Officer
responded that we needed two minutes...Tower then told us
to hold short. We read back the clearance and held short of
the runway. When we told Tower that we were ready for
takeoff, we heard Tower say, “Aircraft X23 cleared for
takeoff.” The First Officer responded, “Roger, Aircraft X23
cleared for takeoff.” Tower then said, “Aircraft Y23, cancel
takeoff clearance.” Aircraft Y23 said, “The other aircraft
thinks he has takeoff clearance.” Tower then said, “Aircraft
X23, you are cleared for takeoff.” Aircraft Y23 said, “Who’s
cleared for takeoff?” Tower had apparently cleared Aircraft
Y23 for takeoff previously. I had heard, “Aircraft X23
cleared for takeoff.” The First Officer read the clearance
back…The problem of similar call signs remains a constant
source of confusion.
The Cessna 172 pilot who submitted this report was
departing from an airport where terrain clearance was a
consideration. With less visibility and a slower reaction
to the heading/intercept disparity, this pilot might have
heard a more angelic “harping” than the controller’s
down-to-earth admonition.

My takeoff instructions from Tower were, “Fly runway
heading.” Tower handed me off to Departure. On calling
Departure, I was given a heading and told to intercept [the
airway]. I wrote down a heading and confirmed it on the
radio. I was not corrected. The heading I thought I heard
was 260 degrees. Apparently ATC said 360 degrees. As I
turned towards 260 degrees (from an initial heading of +/-
50 degrees), I realized I wouldn’t be able to intercept [the
airway], so I called ATC and asked him to repeat the
heading. He said, “360,” which I repeated, and began my
turn back toward 360 degrees. ATC said, “Say your
heading,” and I gave my current heading. Then ATC said,
“Say your heading before you asked me to repeat.” I said,
“I’m not sure. It was in the 200’s.” He said, “In the 200’s
could be very dangerous one mile from the airport.” I said,
“Roger.” In the future I will listen closer and ask quicker.
In another incident, a busy air carrier crew conducting a
missed approach apparently failed to read back an ATC
clearance correctly, and ATC didn’t catch the readback
error. From the First Officer’s report:

On arrival a missed approach was required to resolve
an abnormal cockpit indication. While executing the
missed approach, Tower instructed us to climb to 3,000 feet
MSL. Apparently they also instructed us to fly runway
heading. However, we flew the published missed approach
procedure which diverges from runway heading. Neither
the Captain nor I…recall hearing it [runway heading
clearance]. What we believe happened was that the runway
heading clearance was issued and we acknowledged it.
However, in a very busy two-pilot cockpit while executing a
missed approach in IMC weather with windshear
advisories and...an abnormal cockpit indication to deal
with, we failed to actually “listen to” the whole clearance
(“fly runway heading, climb to 3,000 feet”). Tower later
advised us over the telephone that there had been a
potential conflict with another aircraft.
Cooperative Communication
Listening versus Hearing – It’s a
Matter of Degree
　
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