Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Communication Breakdown; Situational Awareness
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Human Factors
On the descent on the GUSHR 3 RNAV arrival approximately leaving 17;000 feet we got the frequency change to approach; approach advised us to expect RWY 08L. Approach Controller gave us a heading vectors for RWY 8L to about 35 mile final; after that he switched us to another Approach Controller [who] gave us couple of headings and step down altitudes and speed of 170; until at one point he gave us a clearance at 7;000 feet left turn heading 120 maintain 7;000 cleared ILS 8L approach. The Captain read back the clearance as left turn 120; maintain 7;000 until established; cleared ILS 8L approach. After we intercepted RWY 08L localizer and I started descending to 3;000 feet he gave us another clearance as 160 KTS until EELPO; contact Tower; and the Captain read back the clearance 160 KTS until EELPO contact tower. The Captain tried to call Tower but Tower was busy and then he said that doesn't make sense where is EELPO? At that point we have realized that we are on the wrong approach; and then we got a call from 'Final Monitor.' The Captain responded with our call sign and ILS 08L. Final Monitor responded you should be on the 08R ILS; fly heading 120; intercept RWY 08R localizer; maintain 6;000 feet. He gave us ILS08R RWY LOC frequency and the Captain read back all of that and at that point we were 5;900 feet; so I climbed back up to 6;000 feet; then Final Monitor gave us a speed of 180 KTS. Then we quickly briefed the approach and the Captain tried to confirm that we were intercepting 08R LOC and Final Monitor came back with the same previous instructions with heading 060; and then we intercepted normally without the clearance for the approach until Final Monitor got on the frequency and said 1 mile from JELLI cleared ILS08R then Tower cleared us to land at 08R. I wanted to brief it again just to confirm and the Captain suggested to brief it again while I fly and he did and we both felt comfortable to continue since we had enough distance from the FAF - almost 12 NM - and we landed with no further problems.I don't understand if it was us at fault or the Controller gave us the wrong approach clearance but it was definitely a miscommunication.If it's our fault that we missed the clearance then we should have given more attention to the clearance and confirmed it.
CRJ First Officer reported a track deviation on arrival into IAH resulted when an ATC clearance was misunderstood.