Air carrier flight crew reported a communication issue with ATC resulting from a frequency change mishap. Aircrew questioned an ATC issued direction of turn that would have resulted in flying towards terrain. Aircrew received new instructions and landed safely at the airport.
Synopsis
Air carrier flight crew reported a communication issue with ATC resulting from a frequency change mishap. Aircrew questioned an ATC issued direction of turn that would have resulted in flying towards terrain. Aircrew received new instructions and landed safely at the airport.
Narrative
On the HYDRR1 arrival into PHX at 5;000 ft. on a 79 degree track. I read back a frequency change to switch to Phoenix Approach on XXX.X (changing from Phoenix Approach on XXY.XY). After changing frequencies and contacting the new frequency I initially did not get a response. I could hear faint talking on frequency and when I tried checking in again the controller told me I had the wrong frequency. I am not sure if I was told the wrong frequency by ATC or if I entered the incorrect frequency. I switched back to the previous frequency and Captain contacted them to verify the correct frequency (XXX.X). I checked in on with this frequency and we were given instructions to make a right turn to a 350 heading and to descend to 4;000 ft. Both the Captain and I were not anticipating instructions to make an approximately 270 degree turn to the right and he asked me to double check with the controller. I did and ATC repeated the instructions. Being on an approximate downwind for our landing Runway of 25L the right turn did not seem to make sense and the Captain had me check once more to be absolutely sure that was what ATC wanted us to do; I agreed that it seemed strange and wanted to be 100% sure that was the intention of ATC so I checked on frequency again. The controller seemed annoyed and told us that at this point disregard; continue on present heading; and to slow (I believe he assigned us 170 knots). I read that back and shortly after Captain checked on frequency to verify what the previous instructions were. The controller; again sounding annoyed; said something about us missing what he was trying to do with us and the controller said something about a hold. I'm not sure what he meant by that and I think both the Captain and I were confused by what the controller meant by that. As we continued the captain pointed out the terrain that we were north of around the time of ATC's instructions to descend and make that right turn. After the flight we reviewed the terrain that was there and based on the Captain's assessment it did seem like the instructions we received from ATC may have put us near that terrain.Cause: The incorrect frequency change caused us to miss approximately one minute where ATC could give us instructions as we were on the arrival into Phoenix. After correcting that and getting on the correct frequency; double checking the instructions from ATC to make sure we preformed the correct and safe action led to the controller being frustrated and needing to change our instructions.Suggestion: I will slow down with frequency changes to help alleviate the risk of mishearing and/or incorrectly entering the new frequency. For ATC; when giving an instruction that is more out of the ordinary; an open attitude towards the crew confirming the instructions and possibly some emphasis that makes clear that this is a different than usual instruction.
Second reporter narrative
When on final approach on frequency XXY.XY we were told to switch to XXX.X. We were tacking 079 heading at 5000 feet per the STAR HYDDR1. First Officer as PM proceeded to change the frequency and to check in. The frequency sounded weak but we could hear aircraft-controller chat. After a couple tries; I checked with the previous controller as FO remained on comm 2 with the assigned frequency. We either had given the wrong frequency or tuned in the wrong one. Then I proceeded to check in back in XXY.XY where they told us then the correct frequency. Probably one minute had elapsed. We also had been monitoring guard throughout the flight.After checking in we were told to slow to 210 kts and descend to 5000; as briefed and expected on the arrival. Shortly after instructions were given to turn right heading 350. As we were on tracking 079 per the arrival instructions and on what you could a downwind for 25L; I indicated the First Officer to double check with the controller if he meant a left turn rather than a right turn. He came back and repeated a right turn and to descend to 4000 feet. Those indications still didn't make sense to me based on our current position on a downwind when a left turn to intercept localizer 25L was expected on the same heading.I once again double check my logic with the First Officer to back my decision by staying on our current track until we could agree on a safe course of action. He agreed and checked again. The controller's frustration on us could be heard and literally We were told disregard; now continue on present heading" and to reduce speed to 170kts. We proceed as requested as that made sense. My concerns previously regarding a right turn were the instructions to turn in to the direction of terrain with indication to lower our altitude putting us even closer to it when the logic expected was a right turn on the same 350 heading but to the left.Still confused on the instructions but on logic a safe heading straight out I chimed in to clarify; rather than having the First Officer doing it. I didn't want to waste much time telling him what to say; therefore I did.I said something along the lines of; "Approach Aircraft X just double checking what our instructions were back there with the right turn rather than the left turn." He; still frustrated; immediately said "continue but it is too late missed your hold and continue on this heading. I responded; "in the interest of safety we were querying your instructions as that was a very odd instruction". He was clearing aircraft for different runways from north and south giving right and left turns which led to a wrong and mixed instruction for us.At no point on time; we could have expected a hold; were told to do so nor its expected or anything that I had seen before in my X years as a 121 pilot.The terrain was right indications of new altitude; too low and terrain was near if the turn would have been made. My terrain map was on at all times.His frustration could be felt throughout the rest of the transmission to us specifically trying to be extra clear when referencing our aircraft.Please reference the rising terrain to the right (south) on downwind on plate 11-4 effective Day 0. Terrain with a tower at 3068 ft. and terrain with a tower to 3081 ft. Reference the MSA altitude on the plate being 4800 on the south 5800 on the west northwest and 6200 east northeast. With we had brief on our approach briefing. The instructions were to descend from 5000 to 4000 on a right turn 350 heading.My opinion is a wrong frequency change delayed our checking in time with a busy controller doing both runways that had not clearly communicated his plan to potentially have us do a right turn to pace the in-trail with other aircraft on arrival as there was a medical [issue notified] by ATC on Aircraft Y. Cause: Our queries in the interest of safety irritated him more to what showed on his instructions and actions throughout.Solution: Could be checking frequencies slow down aircraft not last-minute odd instruction and less traffic to handle with different runways."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.