Narrative:

This revenue flight was routine. The winds were 150 at 18 gusting 24 and the ramps and runways were damp or wet. The ATIS listed runways 10L; 10R and 14 for departure. Our ATC clearance via pre departure clearance was correctly understood by us. Its routing was: cleared to destination via runway 10L; the TBIRD1 RNAV departure. The TBIRD1 RNAV contains a four thousand foot altitude assignment; and its routing reads; 'via depicted route to tbird.' given the gusty winds out of 150 degrees and the rainy wet conditions we considered asking for a better runway. We discussed the pros and cons in the aircraft; assessed performance; and then; included in our initial call to ground control for taxi; we asked pbi ground for a departure off runway 14. This would reduce crosswind component from 16 gusting 22 KTS to a crosswind component of 3 KTS. As an additional benefit; it would reduce taxi time by 10 minutes or more. The ground controller acknowledged our request; and told us to stand by for taxi. Within 30 seconds the ground controller transmitted; 'call sign; taxi runway 14 via whisky and foxtrot; hold short of 14. Your new altitude assignment is one thousand five hundred and I have a new departure frequency for you.' we read that back; taxied to the holding point runway 14 at foxtrot. Ground control told us to monitor tower. We switched to tower frequency; after a momentary transmission on clearance delivery in error. After a couple of minutes of holding short; the tower controller transmitted; 'call sign; line up and wait runway one four.' we acknowledged. The controller reiterated the new altitude assignment; saying; or asking; 'did you get the one thousand five hundred foot amendment to your altitude?' we confirmed it; reading it back. Note that the tbird RNAV departure had provision for a departure off runway 14 and a climb to 4;000 ft. We understood that the amendments to our clearance were exclusively to the altitude and the departure frequency. We intended; and we did; fly the tbird routing as published. After a takeoff clearance off runway 14; we performed a takeoff; and at the appropriate time per the tbird departure -- i.e. 'At or above 520 ft' -- we allowed FMS1 mode to engage and the RNAV portion of the departure began. This resulted in a left turn toward ufird; and so on. While below 1;000 MSL; we were promptly told to 'contact departure' and we did so immediately. We checked in more or less as follows: 'call sign; coming level one thousand five hundred on the tbird departure. In immediate reply; a female controller asked us; 'did you get runway heading assigned from the tower?' we replied; 'negative we are on the tbird departure as published; one thousand five hundred assigned.' she replied with a vector for an immediate right turn to heading 140 degrees. She took the time to explain; 'I can't have you make that left turn on the tbird; and you should have been given runway heading.' we were given some more turns and some climbs; and shortly were climbing on profile with miami center. After reaching cruise altitude of FL430; and without being prompted by ATC; I made contact with pbi clearance delivery; and was given a telephone to call. I telephoned and spoke to the tower supervisor. He asked us substantially the same question; i.e. A version of 'did you get runway heading assigned off runway one four? From the ground or tower controller?' I replied; 'no.' and; 'we never got a runway heading; neither me nor my partner thought it odd because the RNAV departure has routing off 14 and it made sense.' he replied with words to the effect of; 'well I gotta believe you but I have not listened to the tape. It's a problem because when we are running departures off runway 10L or 10R and we have a tbird departure off 14 the aircraft departing sort of get in each other's way.' I asked; 'was there a conflict in this case?' he replied; 'I don't think so. If you could just tell your buddies that any time we are running normal ops to runways two-eight or one-zero; and you get a runway one four departure -- and we cannot always do them -- then you gotta expect a runway heading. I asked him; 'do you think I should fill out a NASA report?' he replied; 'absolutely not; you and me talking about it is the end of the matter as far as I am concerned. Just tell your buddies that runway 14 -- and I get why you wanted it; with those winds today -- comes with runway heading; so if you don't get it; please prompt the controller. You are not usually going to carry the RNAV departure over from the long runway over to this one.' I thanked him for the chance to understand the issues.

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Original NASA ASRS Text

Title: Fractional Jet Captain reported being cleared via the TBIRD1 RNAV departure from PBI expect Runway 10L. Runway 14 is requested due to wind and the clearance is revised to maintain 1;500 FT on departure. After takeoff; on the initial turn on the RNAV; it is discovered that ATC intended the crew to fly runway heading.

Narrative: This revenue flight was routine. The winds were 150 at 18 gusting 24 and the ramps and runways were damp or wet. The ATIS listed runways 10L; 10R and 14 for departure. Our ATC clearance via PDC was correctly understood by us. Its routing was: cleared to destination via Runway 10L; the TBIRD1 RNAV departure. The TBIRD1 RNAV contains a four thousand foot altitude assignment; and its routing reads; 'Via depicted route to TBIRD.' Given the gusty winds out of 150 degrees and the rainy wet conditions we considered asking for a better runway. We discussed the pros and cons in the aircraft; assessed performance; and then; included in our initial call to Ground Control for taxi; we asked PBI Ground for a departure off Runway 14. This would reduce crosswind component from 16 gusting 22 KTS to a crosswind component of 3 KTS. As an additional benefit; it would reduce taxi time by 10 minutes or more. The Ground Controller acknowledged our request; and told us to stand by for taxi. Within 30 seconds the Ground Controller transmitted; 'Call sign; taxi Runway 14 via Whisky and Foxtrot; hold short of 14. Your new altitude assignment is one thousand five hundred and I have a new Departure frequency for you.' We read that back; taxied to the holding point Runway 14 at Foxtrot. Ground Control told us to monitor Tower. We switched to Tower frequency; after a momentary transmission on Clearance Delivery in error. After a couple of minutes of holding short; the Tower Controller transmitted; 'Call sign; line up and wait runway one four.' We acknowledged. The Controller reiterated the new altitude assignment; saying; or asking; 'Did you get the one thousand five hundred foot amendment to your altitude?' We confirmed it; reading it back. Note that the TBIRD RNAV departure had provision for a departure off Runway 14 and a climb to 4;000 FT. We understood that the amendments to our clearance were exclusively to the altitude and the Departure frequency. We intended; and we did; fly the TBIRD routing as published. After a takeoff clearance off Runway 14; we performed a takeoff; and at the appropriate time per the TBIRD departure -- i.e. 'At or above 520 FT' -- we allowed FMS1 mode to engage and the RNAV portion of the departure began. This resulted in a left turn toward UFIRD; and so on. While below 1;000 MSL; we were promptly told to 'Contact Departure' and we did so immediately. We checked in more or less as follows: 'Call sign; coming level one thousand five hundred on the TBIRD departure. In immediate reply; a female Controller asked us; 'Did you get runway heading assigned from the Tower?' We replied; 'Negative we are on the TBIRD departure as published; one thousand five hundred assigned.' She replied with a vector for an immediate right turn to heading 140 degrees. She took the time to explain; 'I can't have you make that left turn on the TBIRD; and you should have been given runway heading.' We were given some more turns and some climbs; and shortly were climbing on profile with Miami Center. After reaching cruise altitude of FL430; and without being prompted by ATC; I made contact with PBI Clearance Delivery; and was given a telephone to call. I telephoned and spoke to the Tower Supervisor. He asked us substantially the same question; i.e. a version of 'Did you get runway heading assigned off runway one four? from the Ground or Tower Controller?' I replied; 'No.' and; 'We never got a runway heading; neither me nor my partner thought it odd because the RNAV departure has routing off 14 and it made sense.' He replied with words to the effect of; 'Well I gotta believe you but I have not listened to the tape. It's a problem because when we are running departures off Runway 10L or 10R and we have a TBIRD departure off 14 the aircraft departing sort of get in each other's way.' I asked; 'Was there a conflict in this case?' He replied; 'I don't think so. If you could just tell your buddies that any time we are running normal ops to runways two-eight or one-zero; and you get a runway one four departure -- and we cannot always do them -- then you gotta expect a runway heading. I asked him; 'Do you think I should fill out a NASA report?' He replied; 'Absolutely not; you and me talking about it is the end of the matter as far as I am concerned. Just tell your buddies that Runway 14 -- and I get why you wanted it; with those winds today -- comes with runway heading; so if you don't get it; please prompt the controller. You are not usually going to carry the RNAV departure over from the long runway over to this one.' I thanked him for the chance to understand the issues.

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.