Narrative:

Departing 36U (heber city; utah) off runway 22. Originally I planned to take off runway 4 due to an old operations manual requirement restricting us to runway 4 only. Shortly before departure the winds were approximately 230@11g20. I knew this was going to restrict our departure for some time due to the company 10 knot tailwind limit. I called the flight operations manager to verify I hadn't missed anything. It turns out that indeed I had missed the change to the operations manual. Upon talking to flight operations manager; I was informed the takeoff restriction was removed and that we may indeed takeoff on runway 22. I verified this myself in my current operations manual before departure. With the good news that we could take runway 22 and get on our way; we boarded up; and taxied to runway 22. After our run-ups; my first officer made the phone call to slc center to get a departure clearance. As he was writing the clearance; I realized they were assigning us the cooli 4 departure which is a runway 4 only departure procedure. This is due to the fact that I filed for the cooli 4 anticipating only being able to takeoff on runway 4. I advised him that we couldn't do that because no departure procedure existed for runway 22 and that only the obstacle departure procedures existed which is to climb in visual conditions. When he advised the controller on the phone that it was a runway 4 only departure procedure; I'm told that the controller said 'don't worry about it we'll get you direct passing 10;000 feet when we get radar contact.' somehow during the moments of confusion with the first officer and the controller; and the relayed clearance to me; I guess I must have thought in the back of my mind we were ok to climb in visual conditions until radar contact and proceed direct to jnc. We departed and my primary concern was keeping a good rate of climb and clearing all obstacles. Upon clearance of the 'hill' to my left; we made a left hand turn basically exiting the traffic pattern on a crosswind up a wide open valley; well clear of any obstacles. We remained VMC until 16;000 feet. Passing through 10;900; ATC said radar contact and asked if we were on the cooli 4 as that's what we were cleared. We said no sir we misunderstood and thought you gave us direct passing through 10;000 when in radar contact. He said okay well; I can work with that; cleared now direct jnc. I realized upon the confusion that we had made an error. Two controller handoffs later we were advised to call a phone number for slc. I talked to the gentleman on the phone and he was very nice and asked if we knew what happened. He knew there was confusion on the initial clearance and also that his controller said he'd work with us but said his hands were tied and had to file an incident report. He said there was no traffic in the area at the time which was a good thing. He also advised that the field conditions at our departure time was scattered at 300 feet to which I advised we were aware of the readout but that the field was definitely VMC and we remained VMC until 16;000 feet in order to remain clear of the mountains and traffic.

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Original NASA ASRS Text

Title: Pilot determines that they can depart a specific runway with a tail wind of 10 knots or more with company. Aircraft departs and pilot thinks they are cleared on course due to transmission earlier given by ATC. ATC is expecting them to fly the SID. Course deviation happens amidst the confusion.

Narrative: Departing 36U (Heber City; Utah) off runway 22. Originally I planned to take off Runway 4 due to an old Operations Manual requirement restricting us to Runway 4 only. Shortly before departure the winds were approximately 230@11G20. I knew this was going to restrict our departure for some time due to the company 10 knot tailwind limit. I called the Flight Operations Manager to verify I hadn't missed anything. It turns out that indeed I had missed the change to the Operations Manual. Upon talking to Flight Operations Manager; I was informed the takeoff restriction was removed and that we may indeed takeoff on runway 22. I verified this myself in my current Operations Manual before departure. With the good news that we could take runway 22 and get on our way; we boarded up; and taxied to runway 22. After our run-ups; my first officer made the phone call to SLC center to get a departure clearance. As he was writing the clearance; I realized they were assigning us the COOLI 4 departure which is a RWY 4 only departure procedure. This is due to the fact that I filed for the COOLI 4 anticipating only being able to takeoff on RWY 4. I advised him that we couldn't do that because no departure procedure existed for RWY 22 and that only the Obstacle Departure Procedures existed which is to climb in Visual Conditions. When he advised the controller on the phone that it was a RWY 4 only departure procedure; I'm told that the controller said 'Don't worry about it we'll get you direct passing 10;000 feet when we get radar contact.' Somehow during the moments of confusion with the FO and the controller; and the relayed clearance to me; I guess I must have thought in the back of my mind we were ok to climb in visual conditions until radar contact and proceed direct to JNC. We departed and my primary concern was keeping a good rate of climb and clearing all obstacles. Upon clearance of the 'hill' to my left; we made a left hand turn basically exiting the traffic pattern on a crosswind up a wide open valley; well clear of any obstacles. We remained VMC until 16;000 feet. Passing through 10;900; ATC said radar contact and asked if we were on the COOLI 4 as that's what we were cleared. We said no sir we misunderstood and thought you gave us direct passing through 10;000 when in radar contact. He said okay well; I can work with that; cleared now direct JNC. I realized upon the confusion that we had made an error. Two controller handoffs later we were advised to call a phone number for SLC. I talked to the gentleman on the phone and he was very nice and asked if we knew what happened. He knew there was confusion on the initial clearance and also that his controller said he'd work with us but said his hands were tied and had to file an incident report. He said there was no traffic in the area at the time which was a good thing. He also advised that the field conditions at our departure time was scattered at 300 feet to which I advised we were aware of the readout but that the field was definitely VMC and we remained VMC until 16;000 feet in order to remain clear of the mountains and traffic.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.