Narrative:

Briefing the asheville 5 departure off runway 35; we briefed the runway heading given by ATC and the altitude to climb to. We also briefed the company station bulletin note that states 'comply with obstacle departure procedure (odp) on jeppesen 10-9a unless advised radar contact.' 10-9a states that we must fly runway-heading 347 until 5700 feet before proceeding on course. The asheville 5 departure gives ATC a range of headings from 331 to 002. This heading is given on departure in the clearance or take off clearance. We were given a cleared for takeoff fly runway heading.right after takeoff passing 900 ft. AGL; right as we entered the overcast cloud layer; ATC asked us to turn right heading 002. The captain; who was pilot flying; immediately came on the radio and said unable because we are not in radar contact. This is exactly what is said in the company station bulletin. The tower controller proceeded to tell us that this is new (us not turning) and that it has been flight checked. He is entirely right that it has been flight checked as it is on the asheville 5 departure. The confusion is with the company station bulletin and the jeppesen 10-9a odp. The bulletin and 10-9a is more restrictive and explicitly states that we must climb runway heading until 5700 before turning or radar contact. The tower controller did not say radar contact. He switched us over to asheville departure and they also questioned why we didn't turn to 002. We told them our company station bulletin says we need to be radar contact before turning. They then gave us a number to call once we got to destination and the captain went up to the chief pilot's office to call asheville.I understand asheville's position that the departure procedure gives them that latitude of a range of headings. Honestly; when you are climbing out in mountainous terrain in the dark; IMC; you question every turn. Secondly; when given a turn just after departure [at] night; in IMC; in mountainous terrain you fall back on the most restrictive thing briefed; which was the station bulletin. We both read explicitly the station bulletin stating we must comply with the odp and we needed to hear radar contact to make the 15-degree turn to the right or reaching 5700 feet. I understand both sides; but given an ATC instruction at such a critical time of departure; in mountainous terrain; at night and IMC; it was not the best time. Secondly; the confusion between which procedure should we fly made us default to wait until ATC knows exactly where we are at 'radar contact' before we turned anywhere in mountainous terrain.I believe the station bulletin should clarify when a turn can be done doing the asheville 5 departure as opposed to the odp on 10-9a.

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Original NASA ASRS Text

Title: CRJ-900 First Officer reported being unable to accept Tower's instruction due to a conflict between the obstacle departure procedure and the company's procedure while on the Asheville 5 departure.

Narrative: Briefing the Asheville 5 departure off runway 35; we briefed the runway heading given by ATC and the altitude to climb to. We also briefed the company station bulletin note that states 'comply with obstacle departure procedure (ODP) on Jeppesen 10-9a unless advised radar contact.' 10-9a states that we must fly runway-heading 347 until 5700 feet before proceeding on course. The Asheville 5 departure gives ATC a range of headings from 331 to 002. This heading is given on departure in the clearance or take off clearance. We were given a cleared for takeoff fly runway heading.Right after takeoff passing 900 ft. AGL; right as we entered the overcast cloud layer; ATC asked us to turn right heading 002. The captain; who was Pilot Flying; immediately came on the radio and said unable because we are not in radar contact. This is exactly what is said in the company station bulletin. The tower controller proceeded to tell us that this is new (us not turning) and that it has been flight checked. He is entirely right that it has been flight checked as it is on the Asheville 5 departure. The confusion is with the company station bulletin and the Jeppesen 10-9a ODP. The bulletin and 10-9a is more restrictive and explicitly states that we must climb runway heading until 5700 before turning or radar contact. The tower controller did not say radar contact. He switched us over to Asheville departure and they also questioned why we didn't turn to 002. We told them our company station bulletin says we need to be radar contact before turning. They then gave us a number to call once we got to destination and the captain went up to the chief pilot's office to call Asheville.I understand Asheville's position that the departure procedure gives them that latitude of a range of headings. Honestly; when you are climbing out in mountainous terrain in the dark; IMC; you question every turn. Secondly; when given a turn just after departure [at] night; in IMC; in mountainous terrain you fall back on the most restrictive thing briefed; which was the station bulletin. We both read explicitly the station bulletin stating we must comply with the ODP and we needed to hear radar contact to make the 15-degree turn to the right or reaching 5700 feet. I understand both sides; but given an ATC instruction at such a critical time of departure; in mountainous terrain; at night and IMC; it was not the best time. Secondly; the confusion between which procedure should we fly made us default to wait until ATC knows exactly where we are at 'radar contact' before we turned anywhere in mountainous terrain.I believe the station bulletin should clarify when a turn can be done doing the Asheville 5 departure as opposed to the ODP on 10-9a.

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.