AN AIRLINE BA46 FLC EXCEEDED THEIR CLRNC LIMIT DURING A DEP BECAUSE OF A LACK OF COM BTWN THE CREW.

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DURING OUR DEP FROM HDN TO DEN WE VIOLATED OUR ATC RTE CLRNC AS IT WAS GIVEN TO US INITIALLY ON THE GND AT HDN. IN RETROSPECT; IT SEEMS THE CONFUSION EXISTED BECAUSE OF A DISCREPANCY OF INTERP OF THE ORIGINAL CLRNC BTWN THE CAPT AND FO. WHILE TAXIING FOR DEP AT HDN; THE FO RECEIVED THE CLRNC FROM ZDV ON ONE RADIO WHILE THE CAPT WAS MONITORING LCL UNICOM FOR TFC ON THE OTHER RADIO. THE WX WAS VFR (8000 FT AT 10 MI) AND THERE WERE 2 OTHER INBOUND ACFT. ONE ACFT HAD CANCELED IFR AND WAS ON AN 8 MI FINAL FOR RWY 10 (OUR DEP RWY) AND THE OTHER WAS FARTHER OUT STILL WITH CTR. OUR CLRNC WAS GIVEN TO CHE VOR ONLY AT 10000 FT WITH A VOID TIME IN ABOUT 4 MINS. WHEN THE FO CAME BACK FROM RECEIVING THE ATC CLRNC WE FINISHED THE REMAINING CHKLISTS IN AN EFFORT TO MAKE OUR VOID TIME AHEAD OF THE TFC ON FINAL AND DEPARTED RWY 10 WITH A R TURN TO THE CHE VOR. OUR FAILURE WAS IN FALLING INTO THE AGE OLD TRAP OF BEING HURRIED FOR DEP AND NOT PROPERLY REVIEWING THE ATC CLRNC AS IT WAS RECEIVED. WHILE THE FO HAD RECEIVED THE CLRNC OF THE 'CHE VOR ONLY' THE CAPT HAD ASSUMED THE CLRNC TO BE 'AS FILED' AND 'ON COURSE.' ONCE AIRBORNE AND REACHING THE CHE VOR; THE QUESTION WAS RAISED BY THE FO; WHO WAS FLYING; OF WHERE WE WERE CLRED TO AND THE CAPT RESPONDED WITH 'ON COURSE' WHICH WAS A R TURN EBOUND FOR THE DEN ARR RATHER THAN A L TURN WBOUND TO HOLD AT THE CHE VOR. WHEN QUESTIONED BY ZDV AS TO OUR POS AND COURSE; AN IMMEDIATE L TURN BACK TO THE CHE VOR WAS GIVEN WITH SOME SUBSEQUENT VECTORS AND EVENTUAL CLB BEFORE BEING CLRED ON COURSE FOR THE DEN ARR.