Narrative:

I was the pilot flying. ATC had issued us 'line up and wait 27R' instructions. Prior to takeoff; ATC issued us a takeoff clearance which we had thought of as the jckts 5 RNAV departure. The captain had transferred aircraft control to me for takeoff and had read back the ATC takeoff clearance. After departure; at 400 ft I had stated 'set nav' and captain had selected the navigation button on the MCP. As I was initiating a gradual left turn to the first RNAV fix; ATC stated 'confirm heading 270.' upon hearing that statement; I immediately began to initiate a turn back to the right to establish the aircraft on a 270 degree heading and called for 'set heading 270.' ATC pointed out traffic to us which was off to our left at approximately the 8 o'clock position. I had no visual contact with reported traffic; however it was depicted to us on TCAS. There were no TCAS alerts (no traffic advisories or RA's were set off) throughout the takeoff and climb out. After re-establishing the aircraft on a 270 degree heading and confirming the heading instruction given by ATC; we were handed off to atl departure control and normal procedures and climb out took place. ATC did not comment any further in regard to the potential lateral or heading deviation. It was never stated that there was any separation issue. So; we continued without any questioning on our part. As a result of this event; I learned it is vital to ensure that a takeoff clearance is clearly understood by both pilots; and one must listen very carefully to any clearance which may be amended or altered in any fashion. It is true that my captain and I were both convinced that we heard an RNAV takeoff clearance as opposed to a 270 degree heading to fly after departure. However I also realize that it's certainly possible that complacency may have been a potential factor; in that we were 'expecting' to hear a typical RNAV departure clearance instead of a 270 degree takeoff clearance. I am proud of the fact that I acted quickly and without hesitation by returning the aircraft back to the 270 degree heading and having my captain verify the heading assignment with ATC. Our quick action and teamwork helped ensure that safety and separation standards were still met. We did not worry about who was right; but reacted to the situation and simply did 'what was right.'

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Original NASA ASRS Text

Title: Two pilots and an ATL TRACON Controller reported averting an airborne conflict after the pilots departed Runway 27 assigned a pre-takeoff 270 degree heading but thought they were to fly a JCKTS 5 RNAV and turned into Runway 28 departures.

Narrative: I was the pilot flying. ATC had issued us 'Line up and wait 27R' instructions. Prior to takeoff; ATC issued us a takeoff clearance which we had thought of as the JCKTS 5 RNAV departure. The Captain had transferred aircraft control to me for takeoff and had read back the ATC takeoff clearance. After departure; at 400 FT I had stated 'Set Nav' and Captain had selected the NAV button on the MCP. As I was initiating a gradual left turn to the first RNAV fix; ATC stated 'Confirm heading 270.' Upon hearing that statement; I immediately began to initiate a turn back to the right to establish the aircraft on a 270 degree heading and called for 'Set Heading 270.' ATC pointed out traffic to us which was off to our left at approximately the 8 o'clock position. I had no visual contact with reported traffic; however it was depicted to us on TCAS. There were no TCAS alerts (NO TRAFFIC ADVISORIES or RA's were set off) throughout the takeoff and climb out. After re-establishing the aircraft on a 270 degree heading and confirming the heading instruction given by ATC; we were handed off to ATL Departure Control and normal procedures and climb out took place. ATC did not comment any further in regard to the potential lateral or heading deviation. It was never stated that there was any separation issue. So; we continued without any questioning on our part. As a result of this event; I learned it is vital to ensure that a takeoff clearance is clearly understood by both pilots; and one must listen very carefully to any clearance which may be amended or altered in any fashion. It is true that my Captain and I were both convinced that we heard an RNAV takeoff clearance as opposed to a 270 degree heading to fly after departure. However I also realize that it's certainly possible that complacency may have been a potential factor; in that we were 'expecting' to hear a typical RNAV departure clearance instead of a 270 degree takeoff clearance. I am proud of the fact that I acted quickly and without hesitation by returning the aircraft back to the 270 degree heading and having my Captain verify the heading assignment with ATC. Our quick action and teamwork helped ensure that safety and separation standards were still met. We did not worry about who was right; but reacted to the situation and simply did 'what was right.'

Data retrieved from NASA's ASRS site as of April 2012 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.