While on the cottonwood two departure from ege; the crew continued to navigate the engine-out depart...

Narrative:

I was flying as check airman conducting an eagle airport qualification flight for the first officer (first officer) and we departed runway 25 on the cottonwood two FMS departure. As we approached 10;000 feet I mentioned that we would probably not have to fly all the way to the intersection but I had forgotten the actual name. As the jesie intersection is behind you at this point it isn't visible on the navigation display. The first officer turned the heading selector to a northerly heading while I went to the ipad to make sure that we needed a direct jesie and not curot. As all this was occurring I checked in with denver center climbing out of 10. She asked why we're still on the engine out portion and I replied that we were in the turn to jesie when we both realized the aircraft was still in navigation mode. The first officer started the aircraft turning to jesie and the controller advised us that we had crossed into aspen airspace. I assume that the distraction of looking at the jepp chart and my previous mentioning of not having to fly all the way to the jesie intersection created confusion for the first officer who was the pilot flying (PF) and I went 'into the yellow' when I went heads down to my ipad. We were both sure he had pulled heading select and was flying the correct departure path; while I was confirming the direct to entry.we had thoroughly briefed this departure while on the ground; but had over a 40 minute taxi out with de-icing and weather considerations. Even prior to flying as a check airman my normal process for non-routine departure procedures is to have the PF give a quick review of the actions they will be performing just before we take the runway. Why I allowed myself to be rushed and skip this step I have no excuse; it was obviously a contributing factor to our deviation. On future flights I will also have the pilot monitoring set up the 'direct to' page with jesie as we begin the cleanup process at 9;500 feet.as a side note; the controller mentioned that they have been seeing this happen quite often. I have flown this profile several times without thinking about this but it is the opposite technique of all of our other engine out departures. The first officer also mentioned that we normally intervene with the departure only if an engine failure occurs while on this departure you intervene when everything is normal.

Original NASA ASRS Text

Title: While on the Cottonwood Two Departure from EGE; the crew continued to navigate the engine-out departure instead of selecting heading for the normal departure.

Narrative: I was flying as check airman conducting an Eagle airport qualification flight for the First Officer (FO) and we departed RWY 25 on the Cottonwood Two FMS departure. As we approached 10;000 feet I mentioned that we would probably not have to fly all the way to the intersection but I had forgotten the actual name. As the JESIE intersection is behind you at this point it isn't visible on the NAV display. The FO turned the heading selector to a northerly heading while I went to the IPad to make sure that we needed a direct JESIE and not CUROT. As all this was occurring I checked in with Denver Center climbing out of 10. She asked why we're still on the engine out portion and I replied that we were in the turn to JESIE when we both realized the aircraft was still in NAV mode. The FO started the aircraft turning to JESIE and the controller advised us that we had crossed into Aspen airspace. I assume that the distraction of looking at the Jepp chart and my previous mentioning of not having to fly all the way to the JESIE intersection created confusion for the FO who was the Pilot Flying (PF) and I went 'into the Yellow' when I went heads down to my IPad. We were both sure he had pulled heading select and was flying the correct departure path; while I was confirming the Direct To entry.We had thoroughly briefed this departure while on the ground; but had over a 40 minute taxi out with de-icing and weather considerations. Even prior to flying as a check airman my normal process for non-routine departure procedures is to have the PF give a quick review of the actions they will be performing just before we take the runway. Why I allowed myself to be rushed and skip this step I have no excuse; it was obviously a contributing factor to our deviation. On future flights I will also have the Pilot Monitoring set up the 'Direct To' page with JESIE as we begin the cleanup process at 9;500 feet.As a side note; the controller mentioned that they have been seeing this happen quite often. I have flown this profile several times without thinking about this but it is the opposite technique of all of our other engine out departures. The FO also mentioned that we normally intervene with the departure only if an engine failure occurs while on this departure you intervene when everything is normal.

Data retrieved from NASA's ASRS site 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.

Attributes
ACN	1329195
Time
Date	201602
Local Time Of Day	1801-2400
Place
Locale Reference	EGE.Airport
State Reference	CO
Environment
Flight Conditions	IMC
Aircraft 1
Make Model Name	Large Transport Low Wing 2 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	Climb
Route In Use	Direct
Flight Plan	IFR
Person 1
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	First Officer Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Total 8000
Events
Anomaly	Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy Deviation - Track / Heading All Types

While on the cottonwood two departure from ege; the crew continued to navigate the engine-out departure instead of selecting heading for the normal departure.