Narrative:

When we called ground control for pushback they gave us a completely new ATC routing. This new routing was to the east while our original clearance was to the west. We set up the new departure and checked the routing. When we contacted departure control on takeoff he gave us a turn to the west. When we queried him and asked if he had the new clearance he did not. He was vectoring us on the original westerly route. When informed of the change he then vectored us to the new route. We later discovered that in spite of our diligence in checking the departure and new route before takeoff we had not entered the new departure frequency. This undoubtedly contributed to the confusion as we contacted the original departure controller instead of the new one. Lesson learned: it is not enough to check the routing but the frequencys must be checked for accuracy. Supplemental information from acn 484280: it is becoming more common for ATC to give rertes when we call for pushback. Could there be a busier time? While I realize some of these are unavoidable, I would suggest a system where ATC sends us the change through dispatch -- time permitting. This allows time to reprogram the cockpit, check new fuel requirements, etc at the gate. This is far preferable to tossing charts and paperwork around the flight deck while blocking traffic on the ramp or taxiway.

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Original NASA ASRS Text

Title: CONFUSION AFTER TKOF WHEN IMPROPER FREQ WAS USED TO CONTACT DEP CTL. THIS FOLLOWS A COMPLETE RERTE CLRNC PRIOR TO TKOF.

Narrative: WHEN WE CALLED GND CTL FOR PUSHBACK THEY GAVE US A COMPLETELY NEW ATC ROUTING. THIS NEW ROUTING WAS TO THE E WHILE OUR ORIGINAL CLRNC WAS TO THE W. WE SET UP THE NEW DEP AND CHKED THE ROUTING. WHEN WE CONTACTED DEP CTL ON TKOF HE GAVE US A TURN TO THE W. WHEN WE QUERIED HIM AND ASKED IF HE HAD THE NEW CLRNC HE DID NOT. HE WAS VECTORING US ON THE ORIGINAL WESTERLY RTE. WHEN INFORMED OF THE CHANGE HE THEN VECTORED US TO THE NEW RTE. WE LATER DISCOVERED THAT IN SPITE OF OUR DILIGENCE IN CHKING THE DEP AND NEW RTE BEFORE TKOF WE HAD NOT ENTERED THE NEW DEP FREQ. THIS UNDOUBTEDLY CONTRIBUTED TO THE CONFUSION AS WE CONTACTED THE ORIGINAL DEP CTLR INSTEAD OF THE NEW ONE. LESSON LEARNED: IT IS NOT ENOUGH TO CHK THE ROUTING BUT THE FREQS MUST BE CHKED FOR ACCURACY. SUPPLEMENTAL INFO FROM ACN 484280: IT IS BECOMING MORE COMMON FOR ATC TO GIVE RERTES WHEN WE CALL FOR PUSHBACK. COULD THERE BE A BUSIER TIME? WHILE I REALIZE SOME OF THESE ARE UNAVOIDABLE, I WOULD SUGGEST A SYS WHERE ATC SENDS US THE CHANGE THROUGH DISPATCH -- TIME PERMITTING. THIS ALLOWS TIME TO REPROGRAM THE COCKPIT, CHK NEW FUEL REQUIREMENTS, ETC AT THE GATE. THIS IS FAR PREFERABLE TO TOSSING CHARTS AND PAPERWORK AROUND THE FLT DECK WHILE BLOCKING TFC ON THE RAMP OR TXWY.

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.