Date: 201606
Local time of day: 1201-1800
Location: LGA.Airport, NY
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Airspace: Class B NYC
ATC / advisory: Tower LGA
Aircraft component: FMS/FMC
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Distraction; Confusion; Time Pressure; Workload
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: During preflight at LGA we couldn't use CPDLC due to it not being enabled on our FMS. The FO called clearance and we were cleared as filed via the LGA 5 SID off runway 31 except maintain heading 340. We entered everything in the box and briefed the departure. However after start when we called for taxi; we were given instructions to go to runway 13 and to use the LGA 5 with the Whitestone transition. The FO tried to put that in the FMS but we kept getting a message saying that SID wasn't available for that runway; even though the Jepp chart clearly showed it was.  So we left the discontinuity in the box and briefed the departure. We did not have the Whitestone transition showing in our Nav display.  My head wasn't fully in the game at that point because I was concentrating on complying with the taxi instructions.  Eventually we did cover turning to 180 after takeoff and then the turn to 040 at 2.5 DME in our brief. It was over 20 minutes from that point until we were cleared to takeoff.  It was the FO's takeoff and once we got airborne and up to 2.5 DME; I looked down at the SID on my iPad and for some reason; the 340 heading on the Maspeth transition caught my eye; probably due to the initial clearance to that heading from clearance delivery. I started spinning the heading bug to the right; which confused my FO. Rather than turn; he continued straight. I soon realized my mistake and started turning the bug back to the left; but before I could call departure to alert them to the late turn; they called us directing an immediate left turn to heading 040; which we did.  Pay better attention!


Second narrative: On preflight we were unable to obtain clearance through ACARS because ATC function on FMS was not activated. We obtained voice clearance. LGA5.LGA RWY 31 fly heading 340. On taxi out we had a runway change to RWY 13 via Whitestone climb. When entering new RWY in FMS it indicated the SID was unavailable for RWY 13. We briefed a manual non RNAV departure as depicted. Takeoff was standard; and normal. I was the pilot flying. At LGA 2.5 DME the procedure required a left turn to heading 040. I called for heading select 040. There was some confusion as the captain began to dial right turn HDG 340. I indicated I believed that was incorrect and continued current HDG 180 momentarily while we both were trying to verify proper procedure. ATC then directed us to make left turn HDG 040. We continued on course and climbout proceeded as normal.Last minute RWY changes and busy complex taxi instructions keep crew busy. Taxi time was approximately 20 minutes to new the runway. The new departure procedure was briefed. RNAV capability for aircraft on complex departure dose keep pilot workload lower and ability to monitor track on PFD.


Synopsis: A B737NG Flight Crew reported a heading deviation after takeoff due to distractions with clearance changes and FMS programing on the ground.