Light Transport
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Fatigue
Deviation - Speed All Types; 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
Human Factors
This is two events that are rolled into one. It was the 9th day of an around the world trip. My pairing had just been revised and I was flying the first leg with a new first officer. Everything was going smoothly until all of the sudden we were behind when closing up the jet and getting ready for pushback. Prior to receiving the clearance I had entered the Vibos1g departure off of runway 01 at ZGGG and briefed it and made a mental note to verify that it was correct when we received the departure clearance. When we got the clearance we were given the Vibos1a and I guess I got confused and assumed that that was the one I had entered and briefed. After takeoff; the departure controller started asking us what departure procedure we were on and there were a couple of transmission before we figured out what he was asking. He said we were west of course; which didn't make any sense to us. By the time we figure out what he was saying to us it was too late and he started vectoring us. We switched the FMS to the Vibos1a departure right as he started vectoring us. It was executed but never cleaned up so a disconnect was created after the first point on the Vibos1g - gg418. After it was executed; the speed restriction was deleted for the turn so the airplane started to accelerate. We cleaned it up as we passed gg418 and commenced the turn to the assigned heading of 270. As we passed gg418 and hit the disconnect; the aircraft reverted to v/s and was in a high enough nose attitude that as we raised the flaps we entered stick shaker. I disconnected the autopilot and recovered the airplane. We continued to climb the entire time but it took a few seconds before we got the flight directors off/on to get a pitch bar back. We went back on the autopilot and the rest of the flight was uneventful. It was entirely my fault for entering and then not verifying the correct departure procedure. That led directly to a chain of events that caused the stick shaker activation. I made another mistake of going heads down to look at what was entered in the FMS and left the autopilot unattended at exactly the wrong time and missed the events unfold as we raised the flaps. I looked up just in time to see our airspeed deteriorate into the foot. Cumulative fatigue was involved as I do not sleep well on east bound around the world trips. I did not realize how tired I was until we got to the hotel and slept solidly for 4 hours but then tossed and turned for several more. I didn't think I was going to sleep at all when we first got there. More attention to detail prior to closing up and taxiing. The sudden rush we experienced just prior to departure could easily have been prevented by just saying 'slow down.' Maybe then we would have caught the incorrect departure procedure. I will also not get complacent and go heads down when I'm the pilot flying - 'like we are told repeatedly in training!' On the fatigue issue; I have been trying to just sleep whenever my body says too; but I'm still not doing well on east bound long haul trips. West bound I seem to do much better.
Air Cargo Captain reported speed and track deviations related to fatigue issues.