Narrative:

After pre departure checks and brief were accomplished at the gate; we received a runway change and corresponding departure change from the one set up and previously briefed. During the change of runway and departure in the FMC we were also pushing back; starting engines; taxiing; updating performance numbers and all corresponding checklist items. New departure was the evreux; left'aigle 1G. During this period both the first officer as PF and I misread the departure by reading the 'initial climb' instructions for runway 9L when we were actually departing runway 9R. We also misread the turning point on the runway 9L departure at 6.4 DME instead of 8.5 DME. We were using the raw data for the departure as LNAV was out of limits. Departure control instructed us to turn to a heading of 360 degrees after we commenced the turn at 6.4 DME; which we did. The departure controller from that point forward used vectors and change the altitude clearance to 9000 ft from 10000 ft until cleared direct rubix a few minutes later. What could we have done better? Handed the departure to the relief officer and had him double check since it was a change that we put in while taxiing. Tried to do an FMS position update and couldn't; still could have kept one person in map; even with out of limits. One picture was worth a thousand words when the first officer switched to map in the turn and I saw the error. I was not pleased with myself.

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Original NASA ASRS Text

Title: B767-300 FLT CREW EXPERIENCES TRACK DEV ON EVREUX L'AIGLE RNAV SID FROM LFPG. FLEW INITIAL CLB FOR RWY 9L VICE RWY 9R AND INITIATED TURN AT CGN 086-6.4 VICE 8.5 DME.

Narrative: AFTER PRE DEP CHKS AND BRIEF WERE ACCOMPLISHED AT THE GATE; WE RECEIVED A RWY CHANGE AND CORRESPONDING DEP CHANGE FROM THE ONE SET UP AND PREVIOUSLY BRIEFED. DURING THE CHANGE OF RWY AND DEP IN THE FMC WE WERE ALSO PUSHING BACK; STARTING ENGS; TAXIING; UPDATING PERFORMANCE NUMBERS AND ALL CORRESPONDING CHKLIST ITEMS. NEW DEP WAS THE EVREUX; L'AIGLE 1G. DURING THIS PERIOD BOTH THE FO AS PF AND I MISREAD THE DEP BY READING THE 'INITIAL CLB' INSTRUCTIONS FOR RWY 9L WHEN WE WERE ACTUALLY DEPARTING RWY 9R. WE ALSO MISREAD THE TURNING POINT ON THE RWY 9L DEP AT 6.4 DME INSTEAD OF 8.5 DME. WE WERE USING THE RAW DATA FOR THE DEP AS LNAV WAS OUT OF LIMITS. DEP CTL INSTRUCTED US TO TURN TO A HDG OF 360 DEGS AFTER WE COMMENCED THE TURN AT 6.4 DME; WHICH WE DID. THE DEP CTLR FROM THAT POINT FORWARD USED VECTORS AND CHANGE THE ALT CLRNC TO 9000 FT FROM 10000 FT UNTIL CLRED DIRECT RUBIX A FEW MINUTES LATER. WHAT COULD WE HAVE DONE BETTER? HANDED THE DEP TO THE RELIEF OFFICER AND HAD HIM DOUBLE CHK SINCE IT WAS A CHANGE THAT WE PUT IN WHILE TAXIING. TRIED TO DO AN FMS POSITION UPDATE AND COULDN'T; STILL COULD HAVE KEPT ONE PERSON IN MAP; EVEN WITH OUT OF LIMITS. ONE PICTURE WAS WORTH A THOUSAND WORDS WHEN THE FO SWITCHED TO MAP IN THE TURN AND I SAW THE ERROR. I WAS NOT PLEASED WITH MYSELF.

Data retrieved from NASA's ASRS site as of January 2009 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.