Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Distraction; Confusion; Communication Breakdown; Workload
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Chart Or Publication; Environment - Non Weather Related; Procedure
We had an early wake-up/show for our first flight. I personally awoke long before sunrise (local time) to prepare for our van departing fifty minutes later.  Upon our arrival; there was no immediate gate agent available to deplane our passengers.  After a 5-10 minute wait; I finally got off the plane and managed to get the attention of a gate agent working another gate to deplane our passengers.  We were confused as to whether or not we were keeping the aircraft we had just flown for the next.  After another 5 minute discussion; we were able to verify that we were changing planes and our new gate was on the other side of the B terminal.  On our way to that new gate; we stopped to get something to eat/drink and go to the bathroom; as our departure from OMA was too early to get breakfast.  The crew and I separated so that they could go to the plane and I could get the release/paperwork.  Getting the paperwork was another 10-minute exercise in patience; as the printer in our appointed crew room was out of printer paper and I had to scramble to find paper to print the release.  After getting this accomplished; I proceeded to the gate; the farthest gate from the crew room.  At the time I arrived at the plane; we had approximately 15 minutes to get out on time.  At this point in time; the First Officer was finishing his pre-flight inspection.  I boarded the aircraft and got my items situated in the flight deck to begin my pre-flight inspections; flows; and FMS work.  I typed in the flight per the release into the FMS; not observing the PDC the First Officer had received.  We were able to get out on time; pushed from the gate; taxied; and took off from Runway 08 without incident; our takeoff clearance was RNAV to KIDNG.  After takeoff; we were instructed to contact Denver Departure.  Upon initial contact with Departure; we were instructed to climb to FL230; shortly thereafter; before reaching the KIDNG waypoint on the RNAV departure; we were instructed to turn right to a 180 degree heading; effectively removing us from complying with the STAKR1 RNAV Departure that had been typed into the FMS per the release.  A minute or so later; we were instructed to fly 'direct to SPAZZ.'  The First Officer and I reviewed the FMS and discovered that SPAZZ was not in our flight plan.  I asked the First Officer to pull up the PDC and it was then that I realized we had been re-assigned the SPAZZ1 RNAV Departure instead of the STAKR1.  We had an ensuing conversation with ATC that we hadn't seen the amended clearance for the SPAZZ1; ATC gave us a heading of 190 degrees; we reverified that SPAZZ was our clearance with the rest of the route unchanged; readjusted the FMS and flew to SPAZZ.  We continued on to DFW with the remainder of the flight being normal. As a side note; since we were (luckily) taken off the RNAV departure by virtue of receiving and complying with radar vectors from ATC; this does not meet the definition of a lateral deviation; just confusion as to what our initial departure procedure was supposed to be.Threats - early wake up time; no opportunity to eat before departing hotel; gate agent arriving late to deplane passengers in DEN; confusion as to whether or not we were changing planes; the need to eat and take care of physiological needs before departing DEN; eventual gate change with just over an hour to accomplish the above; problems printing paperwork causing further tardiness in arriving at the aircraft; poor CRM in cross-checking PDC received on ACARS to the release; desire to be out 'on time'. DUPLICATE FIXES ON MULTIPLE DEPARTURE PROCEDURES!!! In reviewing both the SPAZZ and STAKR RNAV Departures; the FIRST FOUR FIXES are EXACTLY the same.  Since we were given a takeoff clearance of 'RNAV TO KIDNG' by DEN Tower; this did NOT alert either me or the First Officer that anything was amiss and gave us a false sense of security that we were on the correct procedure and flying properly to the first fix on the Departure Procedure.VERIFY; VERIFY; VERIFY.  All PDC's; entries into the FMS; and routing must be verified by BOTH crew members REGARDLESS of the exterior pressure to obtain 'On-Time Performance'; as seems to be the focus of our management team lately.  Cross-check and verify AT ALL TIMES.  Do NOT depend on yourself or the other crew member to be correct 100% of the time; REGARDLESS of how experienced you or the other crew member may be.  It is by sheer luck this did not result in a lateral deviation because we (again) had been given radar vectors from Denver Departure; thus removing us from flying the RNAV departure procedure. I believe Denver ARTCC needs to heavily consider renaming the fixes on one of these Departure Procedures. If these two very similar departures were to have differently named fixes (perhaps even the first fix only); I don't think this would have happened; as our takeoff clearance would have been to a fix we weren't expecting to hear and what we had typed in and verified in the FMS as we powered-up for takeoff.
An air carrier departed DEN with FMS programmed for the incorrect RNAV because an early rise hours before with no time for breakfast and then the First Officer did not see the PDC clearance change.  ATC caught the error later.