Date: 201701
Local time of day: 1201-1800
Location: I90.TRACON, TX
Flight conditions: Mixed
Weather elements / visibility: 10
Light: Daylight
Aircraft: Medium Transport; Low Wing; 2 Turboprop Eng
Operator: Corporate
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B IAH; Class E I90
ATC / advisory: TRACON I90
Second aircraft: Medium Transport; Low Wing; 2 Turbojet Eng
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Commercial
Human factors: Workload; Confusion; Communication Breakdown
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Airport; Human Factors
Primary problem: Human Factors

Narrative: Approximately 30 nm from IAH and at 7000 ft we were cleared direct DPLOY; followed by direct JELLI about 30 sec later. At some point within these fixes we were given a speed of 250 kts. We told ATC that we were not able to do that; and so they wanted us to fly 'best forward speed' which ended up being about 220 knots. We completed our descent and approach checklists; and another instruction was given to cross REIGN at 4000 ft. and we were cleared for the approach for 8R. We started down on the glide slope to cross REIGN; the captain elected to completely configure the aircraft for landing approximately 12 DME.By the time we arrived at REIGN; we were at our approach speed of 130 kts we were a little high and about a dot and half to the left of the localizer. The winds were very gusty out of the south gusting to 28 kts. After being configured atc issued a speed of 180 kts and I told them that we were unable; and I responded that 150 kts was the fastest we could do; they then reissued a speed of 160 kts. I was very busy on the radios at this point; we were told to turn right; followed by another instruction to 'break the approach'. I do recall at the time that the instruction 'break the approach' was given; that the captain had asked me a question; so I thought because we were told to turn right; and the 'break the approach' that it was for us. I verified in the right turn for a heading with tower to fly. ATC then asked if we had the field insight; and we said yes. They then told us to fly a heading of 060 to join the 8R localizer; we proceeded to turn left heading 060. Shortly after they issued us for runway 09 'cleared for the approach' and to contact tower. Once we landed and cleared the runway; we were told that we needed to contact Houston Approach Control due to a deviation issue. After contacting Houston Approach on the ground; they were questioning the right turn; and we stated that we were told to turn to the right; followed by the break the approach.Once they reviewed the tape; the break the approach was given to the aircraft following us. I'm positive that I verified that the 'break the approach' was for us with our call sign and shortly after for a heading assignment; but atc never responded other than asking if we had the field in sight. And that's when they told us to rejoin the 8R localizer; shortly after; 'cleared for the visual' for runway 9.


Second narrative: 1) 7;000 ft vectored to IAH2) Told to expect ILS 8L3) Next controller asked why we were given 8L and would we prefer 8R? Replied 8) Would be better for us.4) Cleared to descend 5;000 ft to JELLI int.5) Given speed 250kts. Replied unable.6) Cleared to descend 4;000 ft at REIGN int. and cleared for the approach.7) Given speed 220. Replied unable because starting to level off and REIGN 13.2 DME. I needed to start slowing down because the final is 2000 ft and 5.6 DME. The winds were blowing me around and I wanted to get configured and stable on the way down. I slowed to 170 to start getting configured and was fully configured about 12.0 DME. 8) Approached then said to maintain 180 or greater. Replied unable and 150 was the fastest at this time. Told to maintain 160 kts.9) At this time I was being blown to the left of course (north); about a dot to dot and a half and correcting.10) Then we heard 'break off the approach.' Turn right. Started to turn right (south) and asked for a heading. Was then told to turn to 060 which is a left turn.11) We were asked if we had the field in sight and replied yes. Told heading 060 to rejoin 8R and cleared for 8R. Then almost immediately we were asked if we had runway 9 in sight. Replied yes and were cleared for runway 9 and switch to tower. Tower cleared us to land runway 9.NOTES:After talking with the approach control manager:At #7: The manager said I should have told approach that I needed to configure early for my stable approach.At #10: The call of break off the approach was actually for Aircraft Y that was behind us. Both of us thought it was for us because the next call was for us to turn right. The manager said this came from another controller that was monitoring the simultaneous approaches. He said that the 'turn right' call included the 'to rejoin the localizer.' Did not hear the rejoin the localizer part. This is why when we started the right turn to the south (went back through the localizer); and when we asked for a heading; we were told 060 degrees which would have been to the left. That is when #11 comes into play.The manager said I needed to know their procedures of keeping my speed up at IAH. He said I should have told the controller I could not comply with the speeds. I said we did reply 'unable' and I thought the controllers had an idea of the aircraft's flight capabilities they handle. The manager said that he thought only a handful of his controllers have even seen a turboprop like ours before. He then said I also should have told the controller I needed to configure early. The manager said I caused [Aircraft Y] to go around because of my slowing down. He was concerned when I turned right and started to head directly south. That was because we were told to turn right and thought we were the ones told to break off the approach.


Synopsis: A flight crew reported they accidently took a clearance that was meant for another aircraft. This led to confusion for the pilots and controllers and forced several late runway changes.