Narrative:

We departed runway 31 at cmx, our clearance was for a 13 departure with a turn to 090 degree. We departed runway 31 (wind was 310 degree at 4 KTS) in VFR WX and at 400 ft AGL made a right turn to 090 degree and climbed to 4000 ft MSL. We tried to check in with center but we were unable for 2 mins because frequency was congested by someone who told center we were just beginning our takeoff roll when in fact we were already on a 090 degree heading. Climbing out of 1000 ft AGL, when we were able to contact msp center, the controller asked which runway we departed and we replied 31. He then informed us we were supposed to depart 13. He then said 'it was alright this time, but we should follow the clearance exactly as given.' another controller came on and told us we missed our void time. He also advised us that we leveled off at 4000 ft MSL instead of the 7000 ft MSL he cleared us to. This situation began while obtaining a clearance. I had called grb FSS to obtain a clearance and told them we would be departing 31. Local traffic was using 31. Grb FSS informed me previously departed company traffic would cause a 2 min delay. At this time on the #2 radio, my first officer was obtaining a clearance relayed from center by another company aircraft. The clearance as written down by my first officer was for a 13 departure with a turn to 090 degree, climb to 4000 ft MSL and no void time. This situation could have been prevented if I wouldn't have assumed the clearance was for the 31 departure I told grb FSS we would be making. If there was a 2 min void time, we still took off within 2 mins, however, our position was inaccurately reported by another aircraft so, msp center assumed we were not airborne within 2 mins when in fact, we were already on a 090 degree heading. This other unknown aircraft complicated the situation, by talking to msp center for 2 mins while we waited to check in. I believe the false information he gave the controller caused the controller to misjudge our actions. Before we could explain. The other aircraft false information led the controller to believe we completely ignored his clearance. When in fact, because of miscoms in the cockpit we departed 31 instead of 13. However we complied with the rest of his clearance. My first officer asked the controller to verify 4000 ft he acknowledged then cleared us to 7000 ft MSL. I believe what led to the cockpit miscom was that we were both into our fourth straight long day in a row with minimal rest. On this day, we had been in the cockpit for all but a 45 min break during the preceding 9 hours. Both the first officer and I were not 100 percent either mentally or physically due to the long days with minimal rest. This could be avoided if the FARS did not allow us to work under these conditions.

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Original NASA ASRS Text

Title: COMMUTER MDT WRONG RWY TKOF AT NON TWR ARPT.

Narrative: WE DEPARTED RWY 31 AT CMX, OUR CLRNC WAS FOR A 13 DEP WITH A TURN TO 090 DEG. WE DEPARTED RWY 31 (WIND WAS 310 DEG AT 4 KTS) IN VFR WX AND AT 400 FT AGL MADE A R TURN TO 090 DEG AND CLBED TO 4000 FT MSL. WE TRIED TO CHK IN WITH CENTER BUT WE WERE UNABLE FOR 2 MINS BECAUSE FREQ WAS CONGESTED BY SOMEONE WHO TOLD CENTER WE WERE JUST BEGINNING OUR TKOF ROLL WHEN IN FACT WE WERE ALREADY ON A 090 DEG HDG. CLBING OUT OF 1000 FT AGL, WHEN WE WERE ABLE TO CONTACT MSP CENTER, THE CTLR ASKED WHICH RWY WE DEPARTED AND WE REPLIED 31. HE THEN INFORMED US WE WERE SUPPOSED TO DEPART 13. HE THEN SAID 'IT WAS ALRIGHT THIS TIME, BUT WE SHOULD FOLLOW THE CLRNC EXACTLY AS GIVEN.' ANOTHER CTLR CAME ON AND TOLD US WE MISSED OUR VOID TIME. HE ALSO ADVISED US THAT WE LEVELED OFF AT 4000 FT MSL INSTEAD OF THE 7000 FT MSL HE CLRED US TO. THIS SITUATION BEGAN WHILE OBTAINING A CLRNC. I HAD CALLED GRB FSS TO OBTAIN A CLRNC AND TOLD THEM WE WOULD BE DEPARTING 31. LCL TFC WAS USING 31. GRB FSS INFORMED ME PREVIOUSLY DEPARTED COMPANY TFC WOULD CAUSE A 2 MIN DELAY. AT THIS TIME ON THE #2 RADIO, MY FO WAS OBTAINING A CLRNC RELAYED FROM CENTER BY ANOTHER COMPANY ACFT. THE CLRNC AS WRITTEN DOWN BY MY FO WAS FOR A 13 DEP WITH A TURN TO 090 DEG, CLB TO 4000 FT MSL AND NO VOID TIME. THIS SITUATION COULD HAVE BEEN PREVENTED IF I WOULDN'T HAVE ASSUMED THE CLRNC WAS FOR THE 31 DEP I TOLD GRB FSS WE WOULD BE MAKING. IF THERE WAS A 2 MIN VOID TIME, WE STILL TOOK OFF WITHIN 2 MINS, HOWEVER, OUR POS WAS INACCURATELY RPTED BY ANOTHER ACFT SO, MSP CENTER ASSUMED WE WERE NOT AIRBORNE WITHIN 2 MINS WHEN IN FACT, WE WERE ALREADY ON A 090 DEG HDG. THIS OTHER UNKNOWN ACFT COMPLICATED THE SITUATION, BY TALKING TO MSP CENTER FOR 2 MINS WHILE WE WAITED TO CHK IN. I BELIEVE THE FALSE INFO HE GAVE THE CTLR CAUSED THE CTLR TO MISJUDGE OUR ACTIONS. BEFORE WE COULD EXPLAIN. THE OTHER ACFT FALSE INFO LED THE CTLR TO BELIEVE WE COMPLETELY IGNORED HIS CLRNC. WHEN IN FACT, BECAUSE OF MISCOMS IN THE COCKPIT WE DEPARTED 31 INSTEAD OF 13. HOWEVER WE COMPLIED WITH THE REST OF HIS CLRNC. MY FO ASKED THE CTLR TO VERIFY 4000 FT HE ACKNOWLEDGED THEN CLRED US TO 7000 FT MSL. I BELIEVE WHAT LED TO THE COCKPIT MISCOM WAS THAT WE WERE BOTH INTO OUR FOURTH STRAIGHT LONG DAY IN A ROW WITH MINIMAL REST. ON THIS DAY, WE HAD BEEN IN THE COCKPIT FOR ALL BUT A 45 MIN BREAK DURING THE PRECEDING 9 HRS. BOTH THE FO AND I WERE NOT 100 PERCENT EITHER MENTALLY OR PHYSICALLY DUE TO THE LONG DAYS WITH MINIMAL REST. THIS COULD BE AVOIDED IF THE FARS DID NOT ALLOW US TO WORK UNDER THESE CONDITIONS.

Data retrieved from NASA's ASRS site as of July 2007 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.