Large Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Confusion; Situational Awareness; Human-Machine Interface; Workload
Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew FLC Overrode Automation; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Airport; Airspace Structure; Procedure; Chart Or Publication
Captain took off on Cottonwood 2 RNAV Departure. TOGA takeoff with Flaps 1. Captain discussed the departure in the chocks while passengers were boarding. Captain had a good handle on the execution of the departure. After takeoff; the aircraft was climbing out at 3000-4000 feet per minute. At 9500 feet (thrust reduction altitude); the Captain set climb power. I responded 'climb set'. At 'S' speed; he called 'flaps up; after takeoff'. I responded by selecting flaps up. We were approaching an intersection and above 10;000 feet. The Capt asked if we could proceed to JESIE intersection. I said 'yes; I'm surprised Center has cleared us direct already.' I went heads down to read the after takeoff checklist and Denver asked if we were turning direct to JESIE. I saw the Captain working on the MCDU; so I responded 'we're putting it in the box now.' The aircraft began a slow left turn and the Captain asked 'does that look good?'I interrupted the after takeoff checklist; switched to plan mode and confirmed a right turn to JESIE and told the Captain 'yes'. As he executed the input; the ND switched to a left turn to JESIE (wrong direction). Denver immediately asked if we were turning left. I responded that the MCDU had us turning left and that we were executing a hard turn to the right. Captain had selected heading mode and was turning the aircraft to the right. Denver mentioned Aspen airspace and that this had happened several times recently. He also asked if we could brief our pilot group about this. I told him we would submit a report.I've been into EGE often and have never had a problem. The takeoff brief was good and thought the Captain had a good handle on the departure. I think if I would have had direct JESIE ready to execute when we hit RALPE; we would have avoided the aircraft turning left at JABAN and the aircraft would have turned right (the correct direction) to JESIE.
Aircraft X was on the Cottonwood 2 departure from EGE and flew into ASE approach airspace while executing the engine-out procedure. Even though they were in a normal configuration and should have turned to the north out of 10;000 feet. ASE did have several aircraft in their airspace at the time. This is a common; dangerous and preventable occurrence.The Cottonwood 2 departure needs to be eliminated or a change in the way that the Departure Procedure is issued on the ground to eliminate this common occurrence. This mistake by aircrews is happening way too often and is going to cause a very dangerous situation.
An aircraft on the Cottonwood 2 Departure from EGE turned left towards JABAN after RALPE rather than to the right to JESIE. The left turn is meant for the engine out procedure. This resulted in a conflict with ASE traffic.