Narrative:

During preflight planning; all usual items including current published notams; weather; and performance were referenced prior to boarding and departure. I chose runway 32R for departure for its slightly longer takeoff distance available according to the performance tables and its better alignment with the departure procedure and wind. Concord requires extra care with regard to landing and takeoff performance planning for our aircraft. Fueling; passenger identification; and all company procedures were completed in accordance with company requirements. Since the tower would not be in operation at departure; we contacted the chart-noted travis ATC facility and received our IFR clearance. We boarded and taxied out following normal procedures; completed all checklists; advised travis that we would be departing 32R; and received our void time departure clearance for departure just prior to tower operation. It was at this point that we noticed that our position transmissions on taxi out had mistakenly been made on unicom rather than CTAF until just before beginning takeoff roll; corrected radio switching and departed. Several hours later; our chief pilot advised us that our offices had received a call from someone at ccr advising that some question had arisen concerning our departure. We reviewed all of the information we had to see what could have possibly been at issue. Only after drilling down to the airport/flight directory and verifying its information did we realize that there was information that I had somehow overlooked. When the tower was inop; the runway we had used for departure was considered closed. Now that we realized the situation; we advised company in our following discussions that since we were essentially familiar with the airport and had checked current published notams; we had reasonable confidence in not referencing the a/FD or jeppesen chart prior to departure in this regard and a note should be made to following crews to be aware of this issue when departing or arriving here and perhaps other airports after tower operational hours. The runway is a usable runway and during normal tower operations would have been available for normal operations and therefore could reasonably be thought to have been safe operationally but unavailable during tower non-operation. Now we are aware.

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Original NASA ASRS Text

Title: Phenom 100 flight crew reported they took off on a closed runway at CCR.

Narrative: During preflight planning; all usual items including current published Notams; weather; and performance were referenced prior to boarding and departure. I chose runway 32R for departure for its slightly longer takeoff distance available according to the performance tables and its better alignment with the departure procedure and wind. Concord requires extra care with regard to landing and takeoff performance planning for our aircraft. Fueling; passenger ID; and all company procedures were completed in accordance with company requirements. Since the tower would not be in operation at departure; we contacted the chart-noted Travis ATC facility and received our IFR clearance. We boarded and taxied out following normal procedures; completed all checklists; advised Travis that we would be departing 32R; and received our void time departure clearance for departure just prior to tower operation. It was at this point that we noticed that our position transmissions on taxi out had mistakenly been made on Unicom rather than CTAF until just before beginning takeoff roll; corrected radio switching and departed. Several hours later; our Chief Pilot advised us that our offices had received a call from someone at CCR advising that some question had arisen concerning our departure. We reviewed all of the information we had to see what could have possibly been at issue. Only after drilling down to the Airport/Flight directory and verifying its information did we realize that there was information that I had somehow overlooked. When the tower was inop; the runway we had used for departure was considered closed. Now that we realized the situation; we advised company in our following discussions that since we were essentially familiar with the airport and had checked current published Notams; we had reasonable confidence in not referencing the A/FD or Jeppesen Chart prior to departure in this regard and a note should be made to following crews to be aware of this issue when departing or arriving here and perhaps other airports after tower operational hours. The runway is a usable runway and during normal tower operations would have been available for normal operations and therefore could reasonably be thought to have been safe operationally but unavailable during tower non-operation. Now we are aware.

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.