ON DEP FROM RWY 36L AT CLT FLT CREW OF C550 PERFORM HORNET DEP PROC FOR RWY 36R INSTEAD. ATC ALERTED THEM TO THE ERROR AND PROVIDED A VECTOR CLRNC OUT OF THE AREA OF CONFLICT.

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WE WERE CLRED FOR THE HORNET 1 DEP; HARAY TRANSITION. WE BRIEFED THE ENTIRE RTE ON THE RAMP AFTER RECEIVING THE CLRNC; AND WERE EXPECTING RWY 36R AS IT IS RIGHT NEXT TO THE FBO RAMP. WE WERE CLRED TO RWY 36L; AND AFTER SOME DISCUSSION WITH ATC ABOUT USING RWY 36R; WE WERE STILL SENT TO RWY 36L. DURING THE TAXI; AND AGAIN AT THE HOLD SHORT POINT AT THE END OF THE RWY; I REREAD THE SID INSTRUCTIONS; AT LEAST TWICE. UNFORTUNATELY; I WAS READING THE RWY 36R INSTRUCTIONS WHILE SAYING OUT LOUD RWY 36L DURING THE BRIEF. AFTER TKOF; WE FLAWLESSLY FLEW THE RWY 36R PROC; WHICH SPECIFIES A R TURN AT 2.6 DME TO 025 DEGS. ABOUT 30 SECONDS AFTER WE TURNED; ATC ASKED FOR AN IMMEDIATE L TURN TO 270 DEGS AND STATED THAT WE HAD MISSED THE SID TURN. WE MADE AN IMMEDIATE L TURN; AND I STATED TO ATC THAT WE HAD READ A 025 DEG HDG ON THE SID. HE INFORMED US THAT THE RWY 36L SID TURN WAS L TO 330 DEGS. A LITTLE WHILE LATER HE GAVE US A PHONE NUMBER TO CALL. I TALKED TO THE ATC SUPVR AFTER LNDG BY PHONE. I HAD STUDIED THE CHART REPEATEDLY ON THE FLT HOME; ALL THE TIME WONDERING HOW I HAD READ RWY 36R FOR RWY 36L. HE INFORMED US THAT LUCKILY NO ONE WAS TAKING OFF ON RWY 36R AT THE TIME AND THERE HAD BEEN NO SEPARATION PROBS; AND WAS VERY NICE ABOUT THE WHOLE THING; WHILE MAKING SURE WE UNDERSTOOD THE POSSIBLE SEVERITY OF OUR MISTAKE. I THINK THE CTLR; WHO WAS FAIRLY BUSY AT THE TIME; WAS VERY QUICK IN DETERMINING OUR MISTAKE AND ISSUING CORRECTIVE VECTORS. THIS POSSIBLY PREVENTED A MUCH MORE SERIOUS SIT. ON OUR PART; I SIMPLY MISREAD THE SID INSTRUCTIONS OFF OF THE COMMERCIAL CHART; REPEATEDLY. I DON'T KNOW IF THE EXPECTATION FOR RWY 36R PRESET ME TO READ THAT SECTION. THE ONLY RECOMMENDATION I COULD MAKE IS TO PRINT THE SEPARATE RWY SID PROCS IN MORE OF A BRIEFING FORMAT LIKE ON THE APCH CHARTS. THE WAY THE PROCS ARE WRITTEN NOW CAN LOOK JUMBLED IN A DARK COCKPIT. AT THE VERY LEAST; MAKE THE RWY NUMBERS LARGER AND ALL CAPITALS (IE; RWY 36L); AND PUT A DIVIDING LINE BTWN THE DIFFERENT RWY INSTRUCTIONS. THE WORDS 'MAINTAIN 8000 FT' ARE MORE PROMINENT THAN THE RWY NUMBERS WHICH ARE LOWER CASE AND NOT BOLDED; AND THERE IS NO SPACE BTWN THE DIFFERENT RWY INSTRUCTIONS. THIS MAKES THE ENTIRE SECTION LOOK VERY BUSY. OF COURSE; SIMPLY LOOKING AT THE PICTURE WOULD HAVE PREVENTED MY MISTAKE ANYWAY. ANOTHER PROC I AM NOW GOING TO DO; WHICH WAS SUGGESTED BY THE COPLT; IS TO HAVE BOTH PLTS READ SEPARATELY THE SID INSTRUCTIONS TO MINIMIZE THE CHANCE OF REPEATING OUR MISTAKE. THIS WOULD MOST LIKELY HAVE PREVENTED THIS INCIDENT. SUPPLEMENTAL INFO FROM ACN 598494: THE INSTRUCTIONS GIVEN BY THE PNF WAS TO FLY RWY HEADING UNTIL REACHING THE 2.6 DME AND THEN TURN R TO A HEADING OF 025 DEGS. DURING THE TAXI WE HAD APPROX 5-6 HOLD SHORTS WITH SEVERAL SEQUENCES BTWN LARGE COMMERCIAL ACFT. JUST BEFORE REACHING THE RWY 36L HOLD SHORT POINT I REQUESTED ANOTHER BRIEFING OF THE DEP INSTRUCTIONS. AGAIN; THE PNF READ THE INSTRUCTIONS FOR RWY 36R WHILE SAYING RWY 36L.