A COMMUTER FLC READ BACK WRONG AIRWAY AND PROCEEDED TO INTERCEPT THE WRONG AIRWAY; AFTER DEP. DEP CTLR INTERVENED. TRACK DEV. DEV FROM CLRNC RTE.

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INITIAL CLRNC WAS AS FILED; AND FILED RTE WAS RADAR VECTORS FAILS; V443 DOGGS; DIRECT TO YXU V98 YWT; V216. AFTER TKOF; WE WERE CLRED R TURN 330 DEGS; INTERCEPT V443; CLB TO 11000 FT. WE READ BACK 'INTERCEPT V435.' NO CORRECTION WAS GIVEN. WE THEN MISINTERPRETED THE CHART AND FLEW A HDG TO INTERCEPT THE 074 DEG RADIAL OFF OF DJB. AFTER INTERCEPT; APCH ASKED 'WHERE ARE YOU GOING?' HE ISSUED AN IMMEDIATE TURN CLRNC TO 030 DEGS; AND A NEW ALT OF 6000 FT. AT THIS TIME WE COMPLIED AND HE THEN RECLRED US TO 18000 FT. WE FLEW THE 030 DEG HDG TO INTERCEPT V443. SHORTLY BEFORE INTERCEPTING V443; THE CTLR AGAIN ASKED US WHAT OUR HDG WAS. WE REPLIED '030 DEGS' AND THAT WE WERE TURNING ONTO V443. AT HAND-OFF; WE APOLOGIZED FOR THE MISTAKE BUT GOT NO ANSWER FROM APCH AND ASSUME A VIOLATION HAS BEEN FILED. ADDITIONAL CONTRIBUTING FACTORS INCLUDE OUR PRESET EXPECTATION OF RADAR VECTORS TO FAILS BEFORE JOINING THE AIRWAY; AND THE FACT THAT OUR READBACK WAS FOR V435; WHICH DOESN'T EXIST NE OF DJB; WAS NOT CORRECTED (CAUSED A SCRAMBLE FOR A RADIAL OF WHICH 074 DEG WAS MISTAKENLY CHOSEN AS V435 DUE TO ITS PROXIMITY OPPOSITE TO DJB VOR). HUMAN PERFORMANCE WAS POSSIBLY AFFECTED BY THE FACT THAT THE CAPT HAD FLOWN THE LATE SHIFT THE DAY BEFORE AND WAS ON REDUCED REST FOR THIS MORNING SHIFT BLOCK OF FLTS. THE SCHEDULE WAS DIFFERENT FROM ROUTINE AND I THE FO WAS BEHIND THE PWR CURVE MENTALLY FROM WAKE UP AND WAS JUST CATCHING UP AT THE TIME OF THE INCIDENT. SUPPLEMENTAL INFO FROM ACN 321671: WHEN THE FO ACCEPTED CLRNC ON THE GND AS 'AS FILED' I ASSUMED THE ROUTING WAS A CONTINUATION TO YYZ (OUR DEST) FROM IND (THE SAME) AND DID NOT CHK OUT THE PROPER FILED FLT PLAN OUT OF CLE. ALSO ASSUMED THE FO KNEW THE FILED FLT PLAN SINCE HE HAD GOTTEN THE CLRNC; AN ASSUMPTION ON MY PART I SHOULD HAVE NOT ASSUMED.