Narrative:

The following clearance was received from wichita clearance: air carrier X cleared to dfw via ict 140 radial, stillwater 355 radial, direct stillwater, direct will rodgers, boids 9 arrival to dfw. Maintain 5000, expect FL330 10 minutes after departure. Departure frequency 120.65. Clearance was read back in its entirety. Clearance replied: 'you got it right the first time'. Ict tower cleared us to position and hold on runway 19R after a light twin landed. They then cleared another commuter twin to position and hold on runway 19R at C taxiway intersection. The light twin cleared runway 19R, the commuter twin was cleared for takeoff with a turn to the southwest. Ict tower then cleared us for takeoff and said that the commuter twin would be turning to the southwest. I do not recall an instruction to maintain runway heading. After a normal takeoff, passing 1000 AGL, we were instructed to contact departure. Several attempts were made to contact departure on 120.65. Copilot suggested we intercept the ict 140 radial. I replied, 'go ahead I am switching back to tower'. Tower corrected the erroneous frequency to 120.60. I contacted departure on 120.60 passing about 4000 AGL. Departure acknowledged and asked who cleared us to intercept the ict 140 radial? I replied that it was part of the clearance. Departure replied that we were to maintain runway heading as tower instructed. I replied that I did not remember tower issuing that instruction. Obviously the system broke down somewhere. The first error was that of clearance not to correct the readback of the frequency error of 120.65. The second possible error was the confusion of 3 aircraft on the runway with too close interval takeoffs. The third possible error: what does one do when departure cannot be reached in VFR conditions? I felt that following the cleared departure routing was appropriate course of action in this situation.

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Original NASA ASRS Text

Title: ACR DEPARTED IN THE WRONG DIRECTION AFTER TKOF.

Narrative: THE FOLLOWING CLRNC WAS RECEIVED FROM WICHITA CLRNC: ACR X CLRED TO DFW VIA ICT 140 RADIAL, STILLWATER 355 RADIAL, DIRECT STILLWATER, DIRECT WILL RODGERS, BOIDS 9 ARRIVAL TO DFW. MAINTAIN 5000, EXPECT FL330 10 MINUTES AFTER DEP. DEP FREQ 120.65. CLRNC WAS READ BACK IN ITS ENTIRETY. CLRNC REPLIED: 'YOU GOT IT RIGHT THE FIRST TIME'. ICT TWR CLRED US TO POSITION AND HOLD ON RWY 19R AFTER A LIGHT TWIN LANDED. THEY THEN CLRED ANOTHER COMMUTER TWIN TO POSITION AND HOLD ON RWY 19R AT C TXWY INTXN. THE LIGHT TWIN CLRED RWY 19R, THE COMMUTER TWIN WAS CLRED FOR TKOF WITH A TURN TO THE SW. ICT TWR THEN CLRED US FOR TKOF AND SAID THAT THE COMMUTER TWIN WOULD BE TURNING TO THE SW. I DO NOT RECALL AN INSTRUCTION TO MAINTAIN RWY HDG. AFTER A NORMAL TKOF, PASSING 1000 AGL, WE WERE INSTRUCTED TO CONTACT DEP. SEVERAL ATTEMPTS WERE MADE TO CONTACT DEP ON 120.65. COPLT SUGGESTED WE INTERCEPT THE ICT 140 RADIAL. I REPLIED, 'GO AHEAD I AM SWITCHING BACK TO TWR'. TWR CORRECTED THE ERRONEOUS FREQ TO 120.60. I CONTACTED DEP ON 120.60 PASSING ABOUT 4000 AGL. DEP ACKNOWLEDGED AND ASKED WHO CLRED US TO INTERCEPT THE ICT 140 RADIAL? I REPLIED THAT IT WAS PART OF THE CLRNC. DEP REPLIED THAT WE WERE TO MAINTAIN RWY HDG AS TWR INSTRUCTED. I REPLIED THAT I DID NOT REMEMBER TWR ISSUING THAT INSTRUCTION. OBVIOUSLY THE SYSTEM BROKE DOWN SOMEWHERE. THE FIRST ERROR WAS THAT OF CLRNC NOT TO CORRECT THE READBACK OF THE FREQ ERROR OF 120.65. THE SECOND POSSIBLE ERROR WAS THE CONFUSION OF 3 ACFT ON THE RWY WITH TOO CLOSE INTERVAL TKOFS. THE THIRD POSSIBLE ERROR: WHAT DOES ONE DO WHEN DEP CANNOT BE REACHED IN VFR CONDITIONS? I FELT THAT FOLLOWING THE CLRED DEP ROUTING WAS APPROPRIATE COURSE OF ACTION IN THIS SITUATION.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.