Narrative:

We were originally told to expect a two plus hour delay for the flight due to [our destination having a] flow program. We settled in for a lengthy wait on the plane. The first officer informed me while I was on the phone with dispatch that ATC had just rescinded the flow program and we were good to depart as soon as we could board the people. We jumped into action and started getting everything taken care of to get out as soon as possible. Tower closed about 10-15 minutes after we were told the flow was cancelled and had received our clearance. After deicing; we departed after making the standard CTAF calls. After contacting ZDV; they asked us if we were released. We told them that we thought tower had released us; thinking that he was referring to the flow time and not realizing that he was actually referring to us departing ase without a release from center since tower had closed. It wasn't until later in the flight that I realized what he was referring to. There was no loss of separation with any traffic.after landing in ase during a snow event; we were informed that ZZZ had flow and we could expect a two hour plus delay. Based on this info; the crew went into a let down mode. I was finishing up a new MEL item with maintenance control and asked the first officer to contact ase clearance to see what they had for a departure time. He was told xd:04 local. I was concerned about my duty day as well as ase curfew for departures and contacted crew support and dispatch to check on these items. While on the phone with dispatch; the first officer told me that ase just notified him that the flow program was cancelled and we could depart as soon as we were able. Suddenly we went from relaxed; laid back to scrambling to get everything taken care of as soon as possible. We completed boarding at approx. XA50 local and I was talking to rampers about the clearance while the first officer was answering a radio call from tower. After the rampers had left; he told me that tower had given us an xi:00 release time. In hindsight; I should have questioned this since obviously tower would have no way of knowing how long deice would take and they were closing at xb:00. In reality; they had given us a time of xb:00 to call for release. We were so focused on the flow time being removed that we didn't register that the call for release was a completely different clearance. In the hustle to get the flight out as soon as we could; we completely overlooked the need to call for a release since the tower had since closed; even though we made standard CTAF calls as you would at any uncontrolled field. Contributing factors included company waiting for us to move from deice so they could deice; which put subtle pressure on us to get moving quickly; as well as the somewhat unusual situation of obtaining a clearance while tower is open and subsequently not being able to depart until after tower closes. Often at uncontrolled fields; you are getting your clearance at the last minute from center and they tell you to hold for release. This was a departure from that norm; and thus a potential threat that was not briefed in this instance. If there is any possibility that we might be operating in an environment where a clearance could be obtained while the tower is open and we could potentially depart after the tower closes; that should and will be briefed as a threat. Additional threats could be briefed such as the sudden change from expecting a lengthy delay to being released and wanting to get out as quickly as possible. In the end; no matter where you are departing from; you need a takeoff clearance; be it directly from a control tower or from center in the form of a release for departure from an uncontrolled field and that is something that will be in the front of my mind going forward. We use our taxi/recog light switch as a 'cleared to land' check often. On descent; we will select all light to the on position except for the taxi/recog switch. Then; when we get a landing clearance; we will select them to the onposition. This may be a technique to use on departure where they are left in the off position until we receive our takeoff clearance in whatever form.

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Original NASA ASRS Text

Title: CRJ-700 flight crew reported receiving an IFR clearance from ASE Tower and was told to call for release as the Tower would be closed by the time they deiced and departed. The call for release was forgotten and the crew was admonished by ZDV when contacted.

Narrative: We were originally told to expect a two plus hour delay for the flight due to [our destination having a] flow program. We settled in for a lengthy wait on the plane. The FO informed me while I was on the phone with dispatch that ATC had just rescinded the flow program and we were good to depart as soon as we could board the people. We jumped into action and started getting everything taken care of to get out ASAP. Tower closed about 10-15 minutes after we were told the flow was cancelled and had received our clearance. After deicing; we departed after making the standard CTAF calls. After contacting ZDV; they asked us if we were released. We told them that we thought tower had released us; thinking that he was referring to the flow time and not realizing that he was actually referring to us departing ASE without a release from center since tower had closed. It wasn't until later in the flight that I realized what he was referring to. There was no loss of separation with any traffic.After landing in ASE during a snow event; we were informed that ZZZ had flow and we could expect a two hour plus delay. Based on this info; the crew went into a let down mode. I was finishing up a new MEL item with Maintenance Control and asked the FO to contact ASE clearance to see what they had for a departure time. He was told XD:04 local. I was concerned about my duty day as well as ASE curfew for departures and contacted Crew Support and Dispatch to check on these items. While on the phone with Dispatch; the FO told me that ASE just notified him that the flow program was cancelled and we could depart as soon as we were able. Suddenly we went from relaxed; laid back to scrambling to get everything taken care of as soon as possible. We completed boarding at approx. XA50 local and I was talking to rampers about the clearance while the FO was answering a radio call from tower. After the rampers had left; he told me that tower had given us an XI:00 release time. In hindsight; I should have questioned this since obviously tower would have no way of knowing how long deice would take and they were closing at XB:00. In reality; they had given us a time of XB:00 to call for release. We were so focused on the flow time being removed that we didn't register that the call for release was a completely different clearance. In the hustle to get the flight out as soon as we could; we completely overlooked the need to call for a release since the tower had since closed; even though we made standard CTAF calls as you would at any uncontrolled field. Contributing factors included company waiting for us to move from deice so they could deice; which put subtle pressure on us to get moving quickly; as well as the somewhat unusual situation of obtaining a clearance while tower is open and subsequently not being able to depart until after tower closes. Often at uncontrolled fields; you are getting your clearance at the last minute from center and they tell you to hold for release. This was a departure from that norm; and thus a potential threat that was not briefed in this instance. If there is any possibility that we might be operating in an environment where a clearance could be obtained while the tower is open and we could potentially depart after the tower closes; that should and will be briefed as a threat. Additional threats could be briefed such as the sudden change from expecting a lengthy delay to being released and wanting to get out as quickly as possible. In the end; no matter where you are departing from; you need a takeoff clearance; be it directly from a control tower or from center in the form of a release for departure from an uncontrolled field and that is something that will be in the front of my mind going forward. We use our taxi/recog light switch as a 'cleared to land' check often. On descent; we will select all light to the on position except for the taxi/recog switch. Then; when we get a landing clearance; we will select them to the onposition. This may be a technique to use on departure where they are left in the off position until we receive our takeoff clearance in whatever form.

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.