Narrative:

We were cleared to fly the lga-5 whitestone climb. I had to clarify that with clearance delivery as the whitestone climb did not come through in our cpldc (controller pilot datalink comminications) clearance. The first officer (first officer) had assumed we would get the coney climb and had been studying that routing until I told him I had never flown that before. He was unfamiliar with operating out of lga with company. When I told clearance that the climb was not indicated in our clearance; he remarked that this was a problem which they were working to fix. Our aircraft was configured with the hot microphone switch on the yoke instead of the audio panel. Normally; I am used to operating with that switch configuration; but I believe most of our aircraft are configured now with the switch on the panel. I cannot remember the last time I flew an aircraft with the hot microphone switch on the yoke.all briefs and procedures were performed as we taxied without incident to the 13 hold short line. We were placed into line up and wait and then cleared for takeoff. After I transmitted; I neglected to toggle the yoke switch down to the hot microphone position but did not realize this until my 80-knot call; since I had no feedback in my headset. For some reason; I thought my noise cancelling feature was off. I calmly reached over to turn it on. In the reality; I turned it off. My 'V1' and 'rotate' calls were through the open cockpit as well and not on the ics. The ensuing takeoff and cleanup were without incident but I was out of my comfort zone with my headset configured the way it was. I monitored the first officer as he completed the right turn to 180 degrees as we cleaned up the aircraft. I then turned my attention toward getting my headset configured correctly. As I turned my attention back to monitor the first officer; I noticed he had missed the left turn at 2.5 NM so I immediately told him to turn left. We were about 30 degrees into the turn before departure asked us why we 'floated' our turn. I responded that we had experienced a minor problem and he remarked that had we gone much further toward kennedy; they would have had a major problem with us. To my knowledge; we did not cause a conflict with any aircraft. The rest of our flight proceeded without incident.I should never have messed with my headset during the takeoff roll. I blindly reached back to do so as I was concentrating on our takeoff roll and I wound up making matters worse. Although we briefed the whitestone climb; I think that the first officer still must have had the coney climb (which he had studied) on his mind. Had our clearance been clear from the cpldc receipt he would never have looked at the coney climb. Lastly; it is very unfortunate that we must deal with configuration variations between aircraft at company be it hardware or software differences. These differences should be mitigated where possible; as soon as possible. Although the simple placement and operation of a little thing like a crew ics switch may seem insignificant; this event shows that a minor configuration variation like that increased the risk for me. This was magnified by the fact that most of our aircraft are configured the other way with the hot microphone switch on the audio panel.

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Original NASA ASRS Text

Title: B737 flight crew reported exceeding published speed and overshooting a turn on departure due to distraction.

Narrative: We were cleared to fly the LGA-5 Whitestone climb. I had to clarify that with Clearance Delivery as the Whitestone climb did not come through in our CPLDC (Controller Pilot Datalink Comminications) clearance. The FO (First Officer) had assumed we would get the Coney Climb and had been studying that routing until I told him I had never flown that before. He was unfamiliar with operating out of LGA with Company. When I told Clearance that the climb was not indicated in our clearance; he remarked that this was a problem which they were working to fix. Our aircraft was configured with the hot MIC switch on the yoke instead of the audio panel. Normally; I am used to operating with that switch configuration; but I believe most of our aircraft are configured now with the switch on the panel. I cannot remember the last time I flew an aircraft with the hot MIC switch on the yoke.All briefs and procedures were performed as we taxied without incident to the 13 hold short line. We were placed into line up and wait and then cleared for takeoff. After I transmitted; I neglected to toggle the yoke switch down to the hot MIC position but did not realize this until my 80-knot call; since I had no feedback in my headset. For some reason; I thought my noise cancelling feature was off. I calmly reached over to turn it on. In the reality; I turned it off. My 'V1' and 'rotate' calls were through the open cockpit as well and not on the ICS. The ensuing takeoff and cleanup were without incident but I was out of my comfort zone with my headset configured the way it was. I monitored the FO as he completed the right turn to 180 degrees as we cleaned up the aircraft. I then turned my attention toward getting my headset configured correctly. As I turned my attention back to monitor the FO; I noticed he had missed the left turn at 2.5 NM so I immediately told him to turn left. We were about 30 degrees into the turn before Departure asked us why we 'floated' our turn. I responded that we had experienced a minor problem and he remarked that had we gone much further toward Kennedy; they would have had a major problem with us. To my knowledge; we did not cause a conflict with any aircraft. The rest of our flight proceeded without incident.I should never have messed with my headset during the takeoff roll. I blindly reached back to do so as I was concentrating on our takeoff roll and I wound up making matters worse. Although we briefed the Whitestone Climb; I think that the FO still must have had the Coney Climb (which he had studied) on his mind. Had our clearance been clear from the CPLDC receipt he would never have looked at the Coney Climb. Lastly; it is very unfortunate that we must deal with configuration variations between aircraft at Company be it hardware or software differences. These differences should be mitigated where possible; as soon as possible. Although the simple placement and operation of a little thing like a crew ICS switch may seem insignificant; this event shows that a minor configuration variation like that increased the risk for me. This was magnified by the fact that most of our aircraft are configured the other way with the hot MIC switch on the audio panel.

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.