Narrative:

What: took off on runway 36C and turned right to heading 018 instead of left to heading 330Why:1) I programmed the wrong runway (36R) into the single FMS. 2) we didn't thoroughly brief the departure.3) I didn't catch my first officer inadequately briefing the center runway and not going over the FMS4) the first officer saw 36 in the mfd and FMS; but did not catch the right versus C5) fatigue: after two weeks of night schedule I had 10 hours to fly again at night then be up to fly an early morning schedule. I was feeling very tired all day. 6) charlotte ATC: I asked the controller for the proper heading before we turned; her reply was to fly the SID; not helpful.I've flown the lga 9 canarsie/whitestone climb 100 times without messing it up; yet this is the second time that this has happened to me in clt. I have to examine every possible cause I can think of. I should never have allowed this to happen. Charlotte is the one place where I never know what the controllers will tell us on takeoff. Sometimes it's the SID; sometimes it's the heading on the SID; if we takeoff in navigation with the SID; clt then gives us a heading; so we change to heading; they then turn us to the heading back to the runway; then clear us back to a fix on the SID; then a heading. It's not consistent; it's in the most dangerous part of the flight; and it's very work intensive. This could be better.next time:1) I will not allow the first officer to brief the departure this way. We are trained to do it a certain way for a reason. If we had been standard; we would have caught the mistake.2) the next time ask a controller for a heading; I will insist on a heading.3) if I'm that darn tired I will call in fatigued. I must admit; our current fatigue conference call system intimidates me.what [the company] could do better:schedules: 1) night flying or day flying; pick one; people aren't machines. Eventually someone's going to get hurt if we keep building our schedules this way.2) hot or cold: night 2 67 degrees; night 3 17 degrees; good way to get sick; hard to pack; hard to rest; hard to exercise to stay sharp.dismiss this as whining if you like. In 23 years of military flying I never encountered the disregard for the human need for circadian rest; and physiological adaptation as I have [here] with our current schedules. I know the direct causal factor of this was my mistake; but I am not a careless or lazy person. I am thoroughly aware that the cost of failure in this business is the lives of my crew and passengers. Their lives are every bit as valuable to me as my own; and I really would like to avoid making such stupid mistakes again.

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Original NASA ASRS Text

Title: CRJ-700 Captain reported a track deviation on departure out of CLT citing fatigue; ATC inconsistencies; and company policies on fatiguing schedules as contributing.

Narrative: What: Took off on Runway 36C and turned right to heading 018 instead of left to heading 330Why:1) I programmed the wrong runway (36R) into the single FMS. 2) We didn't thoroughly brief the departure.3) I didn't catch my First Officer inadequately briefing the center runway and not going over the FMS4) The First Officer saw 36 in the MFD and FMS; but did not catch the R versus C5) Fatigue: After two weeks of night schedule I had 10 hours to fly again at night then be up to fly an early morning schedule. I was feeling very tired all day. 6) Charlotte ATC: I asked the controller for the proper heading before we turned; her reply was to fly the SID; not helpful.I've flown the LGA 9 Canarsie/Whitestone climb 100 times without messing it up; yet this is the second time that this has happened to me in CLT. I have to examine every possible cause I can think of. I should never have allowed this to happen. Charlotte is the one place where I never know what the controllers will tell us on takeoff. Sometimes it's the SID; sometimes it's the heading on the SID; if we takeoff in NAV with the SID; CLT then gives us a heading; so we change to HDG; they then turn us to the heading back to the runway; then clear us back to a fix on the SID; then a heading. It's not consistent; it's in the most dangerous part of the flight; and it's very work intensive. This could be better.Next Time:1) I will not allow the FO to brief the departure this way. We are trained to do it a certain way for a reason. If we had been standard; we would have caught the mistake.2) The next time ask a controller for a heading; I will insist on a heading.3) If I'm that darn tired I will call in fatigued. I must admit; our current fatigue conference call system intimidates me.What [the company] could do better:SCHEDULES: 1) Night flying or day flying; pick one; people aren't machines. Eventually someone's going to get hurt if we keep building our schedules this way.2) Hot or Cold: Night 2 67 degrees; Night 3 17 degrees; good way to get sick; hard to pack; hard to rest; hard to exercise to stay sharp.Dismiss this as whining if you like. In 23 years of Military Flying I never encountered the disregard for the human need for circadian rest; and physiological adaptation as I have [here] with our current schedules. I know the direct causal factor of this was my mistake; but I am not a careless or lazy person. I am thoroughly aware that the cost of failure in this business is the lives of my crew and passengers. Their lives are every bit as valuable to me as my own; and I really would like to avoid making such stupid mistakes again.

Data retrieved from NASA's ASRS site 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.