Narrative:

The pre departure clearance received directed our flight to use the blufs one departure from oma. Initial altitude using this dp is 4;000 feet. We initiated a courtesy call prior to pushing. At this point the ground controller inquired our departure clearance. He then advised we should have received clearance using the cattl one departure based on direction. He advised the pre departure clearance was wrong. Please note: this was not a revised clearance. We received a pre departure clearance stating one dp and ATC expected us to use another dp. While 1;000 feet amongst friends is gracious; we all know the consequences of being off 1;000 feet. We are not sure how ATC caught this trap; however; we are appreciative of the catch.this is a pure ATC quality assurance event with us as operators caught in the middle. I would suggest a call to oma and ascertain how our crews can assist by providing a 'reasonability audit.' an FAA inspector was a part of our crew. He had no additional comments at the time; however; his input would be welcomed.

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Original NASA ASRS Text

Title: A CRJ900 flight crew is assigned an 'A' suffix to their flight number due to being late. This results in the wrong SID being received via PDC. The crew contacts Clearance Delivery to verify the route and the error is discovered.

Narrative: The PDC received directed our flight to use the BLUFS ONE departure from OMA. Initial altitude using this DP is 4;000 feet. We initiated a courtesy call prior to pushing. At this point the Ground Controller inquired our departure clearance. He then advised we should have received clearance using the CATTL ONE departure based on direction. He advised the PDC was wrong. Please note: This was not a revised clearance. WE received a PDC stating one DP AND ATC EXPECTED us to use another DP. While 1;000 feet amongst friends is gracious; we all know the consequences of being off 1;000 feet. We are not sure how ATC caught this trap; however; we are appreciative of the catch.This is a pure ATC quality assurance event with us as operators caught in the middle. I would suggest a call to OMA and ascertain how our crews can assist by providing a 'reasonability audit.' An FAA Inspector was a part of our crew. He had no additional comments at the time; however; his input would be welcomed.

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.