Narrative:

During preflight preparations for departure, the clearance was reviewed and the swann 2 SID discussed. At flight closeout the jetway was removed. APU was inoperative with jetway power cord attached to aircraft. As a result the power cord was yanked from the receptacle causing damage and power loss. After 20 min delay, power was restored and aircraft reconfigured for start. During taxi, same reprogramming of FMC was required, plus inability to receive weight and balance on ACARS, resulting in more 'heads down' time. Upon reaching the runway the flight was cleared for takeoff. All checklists had been completed. Captain called departure control advising 'runway heading' which was acknowledged. Shortly after, departure reminded us of the swann 2 departure requirement for a turn at the balance 3 DME fix - - we were at 4 DME. No conflict was created and departure allowed the overshoot was not a problem. A 'last chance' review after the myriad diversions at around the 12TH hour of the duty day would have reminded us of the required turn. Supplemental information from acn 412790: after takeoff we were finally able to check in with departure control after 2 attempts, passing approximately 2500 ft and reported runway heading. This event occurred near the end of a 12.5 hour scheduled day at night, a coast-to-coast flight followed by a 3 hour layover and aircraft change. We then flew to bwi to change aircraft again and continued on our last leg of 3. We were both tired from the month's flying and also the long day. The long day, aircraft changes, and the event at the gate all led up to our error. The first officer had briefed the correct departure as acknowledged by myself, but we let our guard down and made a mistake.

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Original NASA ASRS Text

Title: A B737-300 FLC DOES NOT COMPLY WITH THE L TURN AS REQUIRED FOR THEIR SID DEP PROC OUT OF BWI. RPTR'S CITE ACFT PROBS AND FATIGUE AS CAUSAL.

Narrative: DURING PREFLT PREPARATIONS FOR DEP, THE CLRNC WAS REVIEWED AND THE SWANN 2 SID DISCUSSED. AT FLT CLOSEOUT THE JETWAY WAS REMOVED. APU WAS INOP WITH JETWAY PWR CORD ATTACHED TO ACFT. AS A RESULT THE PWR CORD WAS YANKED FROM THE RECEPTACLE CAUSING DAMAGE AND PWR LOSS. AFTER 20 MIN DELAY, PWR WAS RESTORED AND ACFT RECONFIGURED FOR START. DURING TAXI, SAME REPROGRAMMING OF FMC WAS REQUIRED, PLUS INABILITY TO RECEIVE WT AND BAL ON ACARS, RESULTING IN MORE 'HEADS DOWN' TIME. UPON REACHING THE RWY THE FLT WAS CLRED FOR TKOF. ALL CHKLISTS HAD BEEN COMPLETED. CAPT CALLED DEP CTL ADVISING 'RWY HDG' WHICH WAS ACKNOWLEDGED. SHORTLY AFTER, DEP REMINDED US OF THE SWANN 2 DEP REQUIREMENT FOR A TURN AT THE BAL 3 DME FIX - - WE WERE AT 4 DME. NO CONFLICT WAS CREATED AND DEP ALLOWED THE OVERSHOOT WAS NOT A PROB. A 'LAST CHANCE' REVIEW AFTER THE MYRIAD DIVERSIONS AT AROUND THE 12TH HR OF THE DUTY DAY WOULD HAVE REMINDED US OF THE REQUIRED TURN. SUPPLEMENTAL INFO FROM ACN 412790: AFTER TKOF WE WERE FINALLY ABLE TO CHK IN WITH DEP CTL AFTER 2 ATTEMPTS, PASSING APPROX 2500 FT AND RPTED RWY HDG. THIS EVENT OCCURRED NEAR THE END OF A 12.5 HR SCHEDULED DAY AT NIGHT, A COAST-TO-COAST FLT FOLLOWED BY A 3 HR LAYOVER AND ACFT CHANGE. WE THEN FLEW TO BWI TO CHANGE ACFT AGAIN AND CONTINUED ON OUR LAST LEG OF 3. WE WERE BOTH TIRED FROM THE MONTH'S FLYING AND ALSO THE LONG DAY. THE LONG DAY, ACFT CHANGES, AND THE EVENT AT THE GATE ALL LED UP TO OUR ERROR. THE FO HAD BRIEFED THE CORRECT DEP AS ACKNOWLEDGED BY MYSELF, BUT WE LET OUR GUARD DOWN AND MADE A MISTAKE.

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.