EMB ERJ 170/175 ER/LR
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Confusion; Situational Awareness
Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Chart Or Publication; Human Factors; Procedure
I was the PF (Pilot Flying) and the Captain was the PM (Pilot Monitoring) on this flight. Clearance Delivery assigned us a SID followed by our flight plan route. That departure procedure calls for a climb via heading 083 to 1;000 ft. and then a climbing right turn to 098. During the initial climb; I followed the LNAV guidance provided by the flight director. It commanded a climb via heading 083 to 500 ft. and then a climbing right turn to heading 145. When the Captain contacted Departure; the Controller instructed us to stop our climb at 4;000 ft. and asked for our current heading. I glanced down at the chart on my EFB and immediately realized our mistake. The Controller asked if we had been assigned our current heading by Tower and pointed out that our heading should be 098 according to our assigned departure procedure.The Captain apologized for the confusion and asked if he needed us on a different heading. The Controller assured us that we were fine now and that he was keeping us below other traffic. He explained that he was just trying to figure out what happened because they aren't allowed to turn jets that low. The Captain pulled up the route page on the FMS; and I pointed out that the wrong departure had somehow been selected. We continued to our destination without any other issues.I was very task saturated prior to pushing back from the gate. After I completed my walk-around; I requested our EDCT and clearance from Clearance Delivery. I tried to familiarize myself with the dispatch release; weather information; airport NOTAMs; etc. as quickly as possible. As a result; I felt rushed and my pre-departure briefing was more condensed than usual. I was able to verify and confirm most of the data that the Captain had programmed into the FMS; but then it was time to program our takeoff performance numbers and run through the 'Before Start' checklist. The wrong departure procedure must have been inadvertently selected. Not to mention; I was also very task saturated during taxi. Ground Control noticed that we were going to miss our EDCT because of our sequence for takeoff; so the Controller offered us an intersection departure. I sent for new takeoff performance numbers and completed the 'Runway / Performance Change' checklist. We were nearing the taxiway when I started to read through the 'Before Takeoff' checklist; so I felt rushed. When I referenced the FMS flight plan page for our takeoff data; I noted our assigned runway; the initial heading and our initial assigned altitude; but I didn't reference anything about the turn.During the pre-departure briefing; I'll confirm the entire flight plan route with the other pilot using the FMS route page and the MFD plan page. If more time is needed to safely accomplish all tasks; delaying the pushback should be a consideration. Additionally; I'll slow down and be more thorough when cross-checking the flight plan page with the departure procedure chart on my EFB as a part of the 'Before Takeoff' checklist. If I had I taken my time and been more attentive this time around; I would've noticed an incorrect heading and an incorrect altitude when compared to the turn on our assigned departure procedure. Pulling over and or stopping to complete these checklists would've allowed for more time to safely complete these checks. I also think it's worth noting that the SID is for non-jet aircraft only; but it's still an available selection in our FMS navigation database.
Air Carrier flight crew reported that an incorrectly selected departure on the FMS resulted in a course deviation.