Medium Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Situational Awareness
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Airport; Human Factors; Weather
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.
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.