Narrative:

We received and acknowledged the lga 4 departure with maspeth climb. At the gate, both radios were set and the climb was reviewed. Upon taxi-out we delayed engine start until reaching the runway. To our surprise, we only had little time to start the engine and run the checklist before cleared for takeoff. It was my leg and as we sat in position on the runway I again glanced down at the departure and wrote down on my scratch pad right 175 at 2.5 DME left 040. These are the instructions for the whitestone climb off of runway 13, not the maspeth climb. We were cleared for takeoff and, upon reaching 2.5 DME, I turned left to 040. At this point the controller queried our heading and informed us that the maspeth departure was a right turn to 340. Several factors, I believe, led to this incident: a more thorough review of the rate(south) relating to departure should have been made (i.e., not just 'we've got the laguardia 4 with maspeth climb'). We should have gone over the specifics at the gate instead of waiting until we got to the runway. The controller (departure) on initial contact cleared us up to 10000 ft. While issuing this climb clearance would be a good time to verify our intentions. 'Roger, continue climb to 10000 ft and right turn to 340.' this simple follow-up would have avoided this situation. Look at the laguardia 4 departure plate. There are 3 different climbs depicted in the space of about 1 1/4 square inches. Also refer to the narrative description in the lower right corner. All 3 climbs are bunched together and the whitestone climb has arrows bracketing it. If you are rushed (which we shouldn't have gotten) and you glance down at these descriptions, you can see where your eyes are drawn. A suggestion would be to make separate plates for separate departure climbs to avoid confusion. Although 'legal,' by the time this incident occurred, the crew had already been on duty almost 12 hours and had landed. In orlando, miami, and laguardia we had experienced almost 30 min gate delay and fatigue surely could have been a contributing factor. In closing, this incident was completely unintentional, but has brought to light many factors to me with regard to attention to details when you've had a long day.

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Original NASA ASRS Text

Title: HDG TRACK DEV BY DEP TFC.

Narrative: WE RECEIVED AND ACKNOWLEDGED THE LGA 4 DEP WITH MASPETH CLB. AT THE GATE, BOTH RADIOS WERE SET AND THE CLB WAS REVIEWED. UPON TAXI-OUT WE DELAYED ENG START UNTIL REACHING THE RWY. TO OUR SURPRISE, WE ONLY HAD LITTLE TIME TO START THE ENG AND RUN THE CHKLIST BEFORE CLRED FOR TKOF. IT WAS MY LEG AND AS WE SAT IN POS ON THE RWY I AGAIN GLANCED DOWN AT THE DEP AND WROTE DOWN ON MY SCRATCH PAD R 175 AT 2.5 DME L 040. THESE ARE THE INSTRUCTIONS FOR THE WHITESTONE CLB OFF OF RWY 13, NOT THE MASPETH CLB. WE WERE CLRED FOR TKOF AND, UPON REACHING 2.5 DME, I TURNED L TO 040. AT THIS POINT THE CTLR QUERIED OUR HDG AND INFORMED US THAT THE MASPETH DEP WAS A R TURN TO 340. SEVERAL FACTORS, I BELIEVE, LED TO THIS INCIDENT: A MORE THOROUGH REVIEW OF THE RATE(S) RELATING TO DEP SHOULD HAVE BEEN MADE (I.E., NOT JUST 'WE'VE GOT THE LAGUARDIA 4 WITH MASPETH CLB'). WE SHOULD HAVE GONE OVER THE SPECIFICS AT THE GATE INSTEAD OF WAITING UNTIL WE GOT TO THE RWY. THE CTLR (DEP) ON INITIAL CONTACT CLRED US UP TO 10000 FT. WHILE ISSUING THIS CLB CLRNC WOULD BE A GOOD TIME TO VERIFY OUR INTENTIONS. 'ROGER, CONTINUE CLB TO 10000 FT AND R TURN TO 340.' THIS SIMPLE FOLLOW-UP WOULD HAVE AVOIDED THIS SIT. LOOK AT THE LAGUARDIA 4 DEP PLATE. THERE ARE 3 DIFFERENT CLBS DEPICTED IN THE SPACE OF ABOUT 1 1/4 SQUARE INCHES. ALSO REFER TO THE NARRATIVE DESCRIPTION IN THE LOWER R CORNER. ALL 3 CLBS ARE BUNCHED TOGETHER AND THE WHITESTONE CLB HAS ARROWS BRACKETING IT. IF YOU ARE RUSHED (WHICH WE SHOULDN'T HAVE GOTTEN) AND YOU GLANCE DOWN AT THESE DESCRIPTIONS, YOU CAN SEE WHERE YOUR EYES ARE DRAWN. A SUGGESTION WOULD BE TO MAKE SEPARATE PLATES FOR SEPARATE DEP CLBS TO AVOID CONFUSION. ALTHOUGH 'LEGAL,' BY THE TIME THIS INCIDENT OCCURRED, THE CREW HAD ALREADY BEEN ON DUTY ALMOST 12 HRS AND HAD LANDED. IN ORLANDO, MIAMI, AND LAGUARDIA WE HAD EXPERIENCED ALMOST 30 MIN GATE DELAY AND FATIGUE SURELY COULD HAVE BEEN A CONTRIBUTING FACTOR. IN CLOSING, THIS INCIDENT WAS COMPLETELY UNINTENTIONAL, BUT HAS BROUGHT TO LIGHT MANY FACTORS TO ME WITH REGARD TO ATTN TO DETAILS WHEN YOU'VE HAD A LONG DAY.

Data retrieved from NASA's ASRS site as of July 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.