Date: 201807
Local time of day: 1201-1800
Location: LGA.Airport, NY
Light: Daylight
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class B LGA
ATC / advisory: TRACON N90
Aircraft component: Interphone System
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: First Officer; Pilot Flying
Anomaly: Airspace Violation All Types; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Human Factors

Narrative: We were cleared to fly the LGA-5 Whitestone climb. I had to clarify that with Clearance Delivery as the Whitestone climb did not come through in our CPLDC (Controller Pilot Datalink Comminications) clearance. The FO (First Officer) had assumed we would get the Coney Climb and had been studying that routing until I told him I had never flown that before. He was unfamiliar with operating out of LGA with Company. When I told Clearance that the climb was not indicated in our clearance; he remarked that this was a problem which they were working to fix. Our aircraft was configured with the hot MIC switch on the yoke instead of the audio panel. Normally; I am used to operating with that switch configuration; but I believe most of our aircraft are configured now with the switch on the panel. I cannot remember the last time I flew an aircraft with the hot MIC switch on the yoke.All briefs and procedures were performed as we taxied without incident to the 13 hold short line. We were placed into line up and wait and then cleared for takeoff. After I transmitted; I neglected to toggle the yoke switch down to the hot MIC position but did not realize this until my 80-knot call; since I had no feedback in my headset. For some reason; I thought my noise cancelling feature was off. I calmly reached over to turn it on. In the reality; I turned it off. My 'V1' and 'rotate' calls were through the open cockpit as well and not on the ICS. The ensuing takeoff and cleanup were without incident but I was out of my comfort zone with my headset configured the way it was. I monitored the FO as he completed the right turn to 180 degrees as we cleaned up the aircraft. I then turned my attention toward getting my headset configured correctly. As I turned my attention back to monitor the FO; I noticed he had missed the left turn at 2.5 NM so I immediately told him to turn left. We were about 30 degrees into the turn before Departure asked us why we 'floated' our turn. I responded that we had experienced a minor problem and he remarked that had we gone much further toward Kennedy; they would have had a major problem with us. To my knowledge; we did not cause a conflict with any aircraft. The rest of our flight proceeded without incident.I should never have messed with my headset during the takeoff roll. I blindly reached back to do so as I was concentrating on our takeoff roll and I wound up making matters worse. Although we briefed the Whitestone Climb; I think that the FO still must have had the Coney Climb (which he had studied) on his mind. Had our clearance been clear from the CPLDC receipt he would never have looked at the Coney Climb. Lastly; it is very unfortunate that we must deal with configuration variations between aircraft at Company be it hardware or software differences. These differences should be mitigated where possible; as soon as possible. Although the simple placement and operation of a little thing like a crew ICS switch may seem insignificant; this event shows that a minor configuration variation like that increased the risk for me. This was magnified by the fact that most of our aircraft are configured the other way with the hot MIC switch on the audio panel.


Second narrative: I flew a safe but less than perfect departure leaving La Guardia 13 on the La Guardia 5 Departure; Whitestone Transition. I turned approximately 1 mile late; about 3.5 DME; to the 040-degree heading; and I accelerated to 220 knots before being established on the 040-degree heading before I corrected to 210 knots.We had thoroughly briefed the departure and engine out procedures during the preflight. I was expecting the Coney Climb since that favored our route of flight. Our CPLDC (Controller Pilot Datalink Communications) clearance listed the LGA5 departure; but lacked a transition. We queried Clearance Delivery and were assigned the Whitestone Transition. The Controller commented that it was unusual not to receive a particular transition with the LGA 5 in a CPDLC clearance. The lack of a complete clearance forced us to review and re-brief the departure thoroughly. Other items include the tankering of 5;000 pounds of fuel; which contributed to a flaps 10 takeoff and the subsequent extra steps during the busyness of aircraft clean up on departure. Also; Aircraft X has the interphone hot MIC that latches on the yoke switch and not the radio switch.Our pushback; taxi; and initial takeoff clearance were all uneventful. The Captain took the radios as PM (Pilot Monitoring) and answered our takeoff clearance from Tower; thus unlatching the hot MIC feature. The '80 knots;' 'V1' and 'Rotate' calls were made cross-flight deck; but easily heard. I called for 'Heading Select' passing 400 ft AGL and started my turn to 180-degrees on the Whitestone Departure. I called for 'Set Speed; Flaps 5; Climb Thrust' passing 1100 ft (cleanup altitude). The PM's acknowledgements were a combination of over the interphone and cross-flight deck as we were switched to Departure Control. That particular type of interphone switch is clumsy to use. Between checking in with Departure Control and me calling for 'Flaps 1' and 'Flaps Up' on schedule; I flew past the 2.5 DME LGA arc I had loaded in the FMC during preflight. I started the turn to 040-degrees at approximately 3.5 DME instead. Subsequently; I let the airspeed balloon to about 220 knots before being established on the 040-degree heading as depicted in the SID. I corrected to 210 knots approximately halfway through the turn. About that time; Departure Control asked how fast we were going and we responded that we had a minor issue and we were in the turn. Departure Control gave us a turn to 360-degrees and quipped that JFK might have an issue if we flew into their airspace. My late turn and extra speed obviously increased our turn radius and perhaps worried the Controller. I do not think we were close to any arrival or departure corridors into JFK. The Controller seemed to be making a point; however. The rest of the departure was normal and uneventful. The whole departure was flown smoothly and safely the entire time.In retrospect; besides flying a more precise departure; I could have selected a smaller scale on my HSI display to recognize my turn point. I used the 20-mile scale out of habit; but a 10-mile or even 5-mile scale would have made the user-built 2.5 LGA ring more noticeable. Also; the separate hot MIC latch switch on the radio is easier to use and eliminates the clumsiness of the yoke mounted switch. Clear communication is essential always but especially so on busy departures like the LGA 5.


Synopsis: B737 flight crew reported exceeding published speed and overshooting a turn on departure due to distraction.