Narrative:

Several factors lead to an initial bank in the wrong direction after takeoff. The pm and ATC caught it immediately almost simultaneously. No true heading deviation occurred; but it is a good lesson in multiple distractions. Factor 1: due to reduced covid operations and initial training on another type; this was only my third day flying X aircraft type in the last three months. The pm is new to the type and similarly short on recency. Factor 2: this was our department's first flight with a new checklist revision; created due to the manufacturer's addition of a new step to transfer bleeds from the APU to the engines during taxi. The pm and I discussed the timing of the transfer in depth during the preflight; and how its placement in our new checklist was in fact not ideal. If a long delay is taken at the runway; the crew would elect to hold the checklist at the bleed transfer. They would then be required to complete 13 items between receiving a takeoff clearance and the takeoff roll. Factor 3: we planned to depart [runway] xxl; and I briefed a left turn. I also briefed an immediate left turn to land [runway] xyc in the event of smoke/fire in the cockpit or cabin. The airport turned just as we called for taxi; and ground assigned us xyc for departure. We re-briefed the departure during taxi. The initial turn would be to the right; but I elected to brief an emergency return with a left pattern to xyc for the sake of my own visibility. Factor 4: as we sat at the hold short awaiting our takeoff clearance with aircraft Y opposite us; I noticed that the environmental control system (ecs) was supplying a much higher temperature to the cabin than was requested; and we began to discuss. Factor 5: as we were discussing the ecs (with the checklist held at 13 items to go); the local controller issued a takeoff clearance to 'aircraft X.' the aircraft opposite us; aircraft Y; took the clearance and began to move toward the runway. Tower quickly stopped aircraft Y and reissued the takeoff clearance to us; aircraft X; with a right turn to the east. We accepted the takeoff clearance and began moving onto the runway as we finished the remainder of our checklist items and flows. During this time I was focused on ensuring we got through the checklist thoroughly and reminded the pm to complete an item that was missed on his flow. Again; he is relatively new to the type and the low pace of operations means he has had very little opportunity to fly the airplane. With all of that completed we departed. Upon reaching 1;500 feet I banked the airplane to the left. The pm called out 'right turn' and tower transmitted the same to us almost immediately thereafter. I corrected the bank back to the right and the flight continued uneventfully.there were a litany of factors that lead to my error in handling the airplane; but the overriding lesson is one in managing cockpit distraction and continued vigilance in the low paced covid operational environment. Also; I should have considered briefing a right turn in the event of an immediate return; as I had briefed a left turn for all three other scenarios (xxl departure; xxl emergency return; xyc emergency return). I lost situational awareness due to multiple internal and external distractions and my brain just said go left.

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Original NASA ASRS Text

Title: Air carrier Captain reported turning right instead of left on departure. ATC and First Officer immediately pointed out the error and heading was corrected.

Narrative: Several factors lead to an initial bank in the wrong direction after takeoff. The PM and ATC caught it immediately almost simultaneously. No true heading deviation occurred; but it is a good lesson in multiple distractions. Factor 1: due to reduced COVID operations and initial training on another type; this was only my third day flying X aircraft type in the last three months. The PM is new to the type and similarly short on recency. Factor 2: this was our department's first flight with a new checklist revision; created due to the manufacturer's addition of a new step to transfer bleeds from the APU to the engines during taxi. The PM and I discussed the timing of the transfer in depth during the preflight; and how its placement in our new checklist was in fact not ideal. If a long delay is taken at the runway; the crew would elect to hold the checklist at the bleed transfer. They would then be required to complete 13 items between receiving a takeoff clearance and the takeoff roll. Factor 3: we planned to depart [Runway] XXL; and I briefed a left turn. I also briefed an immediate left turn to land [Runway] XYC in the event of smoke/fire in the cockpit or cabin. The airport turned just as we called for taxi; and Ground assigned us XYC for departure. We re-briefed the departure during taxi. The initial turn would be to the right; but I elected to brief an emergency return with a left pattern to XYC for the sake of my own visibility. Factor 4: As we sat at the hold short awaiting our takeoff clearance with Aircraft Y opposite us; I noticed that the Environmental Control System (ECS) was supplying a much higher temperature to the cabin than was requested; and we began to discuss. Factor 5: As we were discussing the ECS (with the checklist held at 13 items to go); the Local Controller issued a takeoff clearance to 'Aircraft X.' The aircraft opposite us; Aircraft Y; took the clearance and began to move toward the runway. Tower quickly stopped Aircraft Y and reissued the takeoff clearance to us; Aircraft X; with a right turn to the east. We accepted the takeoff clearance and began moving onto the runway as we finished the remainder of our checklist items and flows. During this time I was focused on ensuring we got through the checklist thoroughly and reminded the PM to complete an item that was missed on his flow. Again; he is relatively new to the type and the low pace of operations means he has had very little opportunity to fly the airplane. With all of that completed we departed. Upon reaching 1;500 feet I banked the airplane to the left. The PM called out 'right turn' and Tower transmitted the same to us almost immediately thereafter. I corrected the bank back to the right and the flight continued uneventfully.There were a litany of factors that lead to my error in handling the airplane; but the overriding lesson is one in managing cockpit distraction and continued vigilance in the low paced COVID operational environment. Also; I should have considered briefing a right turn in the event of an immediate return; as I had briefed a left turn for all three other scenarios (XXL departure; XXL emergency return; XYC emergency return). I lost situational awareness due to multiple internal and external distractions and my brain just said go left.

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.