Regional Jet 200 ER/LR (CRJ200)
Air Traffic Control Fully Certified
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance
Airspace Structure; Human Factors; Airport
I was working North Departure and had been for maybe half an hour prior to the event. We were in a slight lull; definitely not heavy on departures. Aircraft X's strip printed and I was waiting for him to check-in. As my scan came back to Aircraft X; I noticed he was not on his SID. The aircraft actually appeared to be heading southwest directly toward an A320 that had departed [Runway] 27R. I tried to make contact with Aircraft X; but they were not on my frequency yet. At that point it looked as though they were correcting back to the northwest. As that was happening; Aircraft Y tagged on my scope. Aircraft X was a northbound departure; and Aircraft Y was a westbound departure. Aircraft X turning back to the northwest meant that they were now cutting off Aircraft Y. Rather than call the Local Controller and coordinate at that exact moment; I gave them an opportunity to resolve the issue while I notified my CIC and the South Departure Controller. At that point; calling the Local Controller and talking would have only added to problem. They obviously had to ensure separation first. Not even 30 seconds later; the Local Controller called me and coordinated Aircraft X on a 305 degree heading and Aircraft Y on a 320 degree heading. As this was happening I noticed Aircraft Z tagging off the departure end. Aircraft Z was a northbound departure; so now Aircraft Y on a 320 heading was a factor for Aircraft Z on the SID. I immediately called the Local back and told him to stop departures. From this point on; visual separation was applied by Tower on all three departures. So far as the separation is concerned; I was informed visual was applied. Better trained Local Control. Adhere to what is coordinated over the land line.
Our day started out delayed 2 hours that morning due to Maintenance. We arrived in ATL late and rushed to re-board and catch up to our schedule; as I performed the walk around the Captain programmed the FMS which is normally my duty. Prior to the Before Start Checklist I briefed our taxi; and departure; which was the COKEM 7 departing Runway 26L in ATL. Upon entering Runway 26L I stated; 'Runway 26L; COKEM 7; 250 KTS; 10;000 FT.' Although I verified the magnetic heading coincided with the runway markings; I failed to look at the FMS/MFD to verify the proper departure runway which I normally do for every departure while stating the parameters above. At 400 FT AGL I called for 'NAV Mode'; at 600 FT AGL I called 'Autopilot On.' The aircraft entered a shallow turn left of centerline; I immediately looked at the FMS and my MFD and noticed the departure runway entered was [Runway] 27L and the aircraft was turning to the first fix off of [Runway] 27L which is CPARK. I immediately selected HDG SYNC/HDG Mode and started a turn towards MPASS which was the correct first fix off of Runway 26L. Simultaneously; Tower also noticed our position and gave us a heading to MPASS; after a few short vectors; we were directed on course.
An A80 Controller and the CRJ200 flight crew involved describe a heading error on departure and the resulting conflicts that develop.