Narrative:

While flying inbound to cyyz at 80 mi west of toronto, toronto center cleared us for the profile descent runway 24L at cyyz. Our corporate jet was recently within 3 months upgraded with an allied signal global GPS GNS-xls FMS. This unit has many navigation capabilities to include: en route, approach, and GPS approach function modes. It does require almost a formal class and a number of hours of practical usage to become comfortable and proficient with it, however. This flight was also the third trip for our new first officer and I. He had a total of approximately 12 flts in the aircraft prior. The first officer has jet experience but very little in this type aircraft (falcon) other than his initial right seat chkout. Prior to the flight, the first officer had programmed our route into the GNS-xls navigation unit, but not the specific arrival STAR to be used. When I began the descent on the profile descent runway 24L, I requested the first officer to load the arrival in the navigation unit. He was unable to recall the correct STAR (profile descent runway 24L cyyz). As we approached the waterloo VOR (at approximately 4 mi west of the fix) the GPS unit automatic leg changed to intercept our old route and not the profile descent as cleared. The CDI navigation left/right needle switched, now giving us the wrong information. I requested the first officer to switch both to basic VOR navigation mode and set in the outbound navigation course. By the time this was completed, we were almost 15-20 degrees south of the profile descent course and approximately 2500 ft above the crossing altitude at ricki intersection. Because of the navigation course confusion, our speed was 40-50 KTS above the 250 KT limit called for in the profile descent procedure. No other traffic conflicts occurred because of our actions.

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Original NASA ASRS Text

Title: FLC OF A CPR FALCON JET FAILED TO FOLLOW THE PROFILE DSCNT RESULTING IN GETTING OFF TRACK AND BEING ABOVE A XING ALT AND AIRSPD RESTR. THE CAUSE WAS THE FO'S UNFAMILIARITY WITH THE AUTOPLT NAV CTL SYS.

Narrative: WHILE FLYING INBOUND TO CYYZ AT 80 MI W OF TORONTO, TORONTO CTR CLRED US FOR THE PROFILE DSCNT RWY 24L AT CYYZ. OUR CORPORATE JET WAS RECENTLY WITHIN 3 MONTHS UPGRADED WITH AN ALLIED SIGNAL GLOBAL GPS GNS-XLS FMS. THIS UNIT HAS MANY NAV CAPABILITIES TO INCLUDE: ENRTE, APCH, AND GPS APCH FUNCTION MODES. IT DOES REQUIRE ALMOST A FORMAL CLASS AND A NUMBER OF HRS OF PRACTICAL USAGE TO BECOME COMFORTABLE AND PROFICIENT WITH IT, HOWEVER. THIS FLT WAS ALSO THE THIRD TRIP FOR OUR NEW FO AND I. HE HAD A TOTAL OF APPROX 12 FLTS IN THE ACFT PRIOR. THE FO HAS JET EXPERIENCE BUT VERY LITTLE IN THIS TYPE ACFT (FALCON) OTHER THAN HIS INITIAL R SEAT CHKOUT. PRIOR TO THE FLT, THE FO HAD PROGRAMMED OUR RTE INTO THE GNS-XLS NAV UNIT, BUT NOT THE SPECIFIC ARR STAR TO BE USED. WHEN I BEGAN THE DSCNT ON THE PROFILE DSCNT RWY 24L, I REQUESTED THE FO TO LOAD THE ARR IN THE NAV UNIT. HE WAS UNABLE TO RECALL THE CORRECT STAR (PROFILE DSCNT RWY 24L CYYZ). AS WE APCHED THE WATERLOO VOR (AT APPROX 4 MI W OF THE FIX) THE GPS UNIT AUTO LEG CHANGED TO INTERCEPT OUR OLD RTE AND NOT THE PROFILE DSCNT AS CLRED. THE CDI NAV L/R NEEDLE SWITCHED, NOW GIVING US THE WRONG INFO. I REQUESTED THE FO TO SWITCH BOTH TO BASIC VOR NAV MODE AND SET IN THE OUTBOUND NAV COURSE. BY THE TIME THIS WAS COMPLETED, WE WERE ALMOST 15-20 DEGS S OF THE PROFILE DSCNT COURSE AND APPROX 2500 FT ABOVE THE XING ALT AT RICKI INTXN. BECAUSE OF THE NAV COURSE CONFUSION, OUR SPD WAS 40-50 KTS ABOVE THE 250 KT LIMIT CALLED FOR IN THE PROFILE DSCNT PROC. NO OTHER TFC CONFLICTS OCCURRED BECAUSE OF OUR ACTIONS.

Data retrieved from NASA's ASRS site as of July 2007 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.