Narrative:

Flight from mqt, mi, to esc, mi, in a BE1900D, left the gate on time with myself (captain) the PF for that leg. The leg prior had been from esc to mqt with the first officer as the PF. We taxied to the hold short line for runway 26 and notified grb FSS that we were #1 on runway 26 and ready for departure. In turn, grb FSS informed us that there would be a several min delay while IFR traffic was on approach to a nearby airport. The delay lasted for 15 mins, putting us behind schedule. After the delay we were issued a clearance to esc which included runway heading after departure and an altitude of 9000 ft. We made the CTAF radio calls and departed on runway 26. Just after liftoff, when a positive rate of climb and gear up calls were made, the master warning annunciator began flashing. (A master warning annunciator indicates an emergency memory action is required by the flight crew.) I idented that the left environmental fail annunciator was illuminated and asked the first officer for verification. The first officer seemed a little startled by the annunciator, but concurred that the left environmental fail annunciator was illuminated. I instructed the first officer to select the left bleed air valve selector switch to the environmental 'off' position, and then back to the 'on' as the memory action dictates. By the time he completed that, we were already through 400 ft AGL where the procedure is to set climb power and silently execute the climb checklist. I instructed the first officer to follow that procedure and I informed him that I was going to turn left on course to esc. By the time the first officer had finished with the climb checklist I was established on a heading for direct esc. At that time the first officer checked on with ZMP. Center replied that he would have an on-course clearance momentarily. We confirmed our clearance was runway heading with where he had written it down. I immediately began a turn back to the right and after getting established in the turn, ZMP queried us. I instructed the first officer to tell ATC what had happened. The first officer did as I asked and the controller said we were well above the traffic that was going to the nearby airport and cleared us direct to esc before I got re-established on the runway heading. We reversed the turn and executed the emergency checklist for the left environmental fail. The rest of the flight was uneventful. After the flight when the first officer and myself were analyzing why we made the error, we decided that we were in too much of a rush to minimize our delay, and that the clearance from mqt to esc (fly runway heading) was confused in my mind with the earlier clearance from esc to mqt (cleared as filed) during the distraction of the left environmental fail emergency procedure.

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Original NASA ASRS Text

Title: CAPT OF A BEECH 1900D (BE02) TURNED EARLY AFTER TKOF CONTRARY TO DEP CLRNC. HE BECAME DISTR BY A RED EQUIP WARNING LIGHT COMING ON AND THE MEMORY CHKLIST ITEMS TO USE IN CORRECTING THE PROB. AFTER REVIEW OF CLRNC WITH FO, AND DIRECTING THE FO TO TAKE APPROPRIATE CHKLIST ACTION, THE CAPT STARTED A CORRECTION BACK TO ASSIGNED HDG.

Narrative: FLT FROM MQT, MI, TO ESC, MI, IN A BE1900D, LEFT THE GATE ON TIME WITH MYSELF (CAPT) THE PF FOR THAT LEG. THE LEG PRIOR HAD BEEN FROM ESC TO MQT WITH THE FO AS THE PF. WE TAXIED TO THE HOLD SHORT LINE FOR RWY 26 AND NOTIFIED GRB FSS THAT WE WERE #1 ON RWY 26 AND READY FOR DEP. IN TURN, GRB FSS INFORMED US THAT THERE WOULD BE A SEVERAL MIN DELAY WHILE IFR TFC WAS ON APCH TO A NEARBY ARPT. THE DELAY LASTED FOR 15 MINS, PUTTING US BEHIND SCHEDULE. AFTER THE DELAY WE WERE ISSUED A CLRNC TO ESC WHICH INCLUDED RWY HDG AFTER DEP AND AN ALT OF 9000 FT. WE MADE THE CTAF RADIO CALLS AND DEPARTED ON RWY 26. JUST AFTER LIFTOFF, WHEN A POSITIVE RATE OF CLB AND GEAR UP CALLS WERE MADE, THE MASTER WARNING ANNUNCIATOR BEGAN FLASHING. (A MASTER WARNING ANNUNCIATOR INDICATES AN EMER MEMORY ACTION IS REQUIRED BY THE FLC.) I IDENTED THAT THE L ENVIRONMENTAL FAIL ANNUNCIATOR WAS ILLUMINATED AND ASKED THE FO FOR VERIFICATION. THE FO SEEMED A LITTLE STARTLED BY THE ANNUNCIATOR, BUT CONCURRED THAT THE L ENVIRONMENTAL FAIL ANNUNCIATOR WAS ILLUMINATED. I INSTRUCTED THE FO TO SELECT THE L BLEED AIR VALVE SELECTOR SWITCH TO THE ENVIRONMENTAL 'OFF' POS, AND THEN BACK TO THE 'ON' AS THE MEMORY ACTION DICTATES. BY THE TIME HE COMPLETED THAT, WE WERE ALREADY THROUGH 400 FT AGL WHERE THE PROC IS TO SET CLB PWR AND SILENTLY EXECUTE THE CLB CHKLIST. I INSTRUCTED THE FO TO FOLLOW THAT PROC AND I INFORMED HIM THAT I WAS GOING TO TURN L ON COURSE TO ESC. BY THE TIME THE FO HAD FINISHED WITH THE CLB CHKLIST I WAS ESTABLISHED ON A HDG FOR DIRECT ESC. AT THAT TIME THE FO CHKED ON WITH ZMP. CTR REPLIED THAT HE WOULD HAVE AN ON-COURSE CLRNC MOMENTARILY. WE CONFIRMED OUR CLRNC WAS RWY HDG WITH WHERE HE HAD WRITTEN IT DOWN. I IMMEDIATELY BEGAN A TURN BACK TO THE R AND AFTER GETTING ESTABLISHED IN THE TURN, ZMP QUERIED US. I INSTRUCTED THE FO TO TELL ATC WHAT HAD HAPPENED. THE FO DID AS I ASKED AND THE CTLR SAID WE WERE WELL ABOVE THE TFC THAT WAS GOING TO THE NEARBY ARPT AND CLRED US DIRECT TO ESC BEFORE I GOT RE-ESTABLISHED ON THE RWY HDG. WE REVERSED THE TURN AND EXECUTED THE EMER CHKLIST FOR THE L ENVIRONMENTAL FAIL. THE REST OF THE FLT WAS UNEVENTFUL. AFTER THE FLT WHEN THE FO AND MYSELF WERE ANALYZING WHY WE MADE THE ERROR, WE DECIDED THAT WE WERE IN TOO MUCH OF A RUSH TO MINIMIZE OUR DELAY, AND THAT THE CLRNC FROM MQT TO ESC (FLY RWY HDG) WAS CONFUSED IN MY MIND WITH THE EARLIER CLRNC FROM ESC TO MQT (CLRED AS FILED) DURING THE DISTR OF THE L ENVIRONMENTAL FAIL EMER PROC.

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.