TRACK DEV FOR FLC FO ADVTECH LTT CORPORATE ACFT.

Narrative

WE HAD JUST DEPARTED TETERBORO; NJ; ENRTE TO FT LAUDERDALE; FL; VIA AN INITIAL CLRNC OF 'RADAR VECTORS TO WHITE INTXN; J209 SALISBURY VOR...' ATC TOLD US TO INTERCEPT THE COLTS NECK 350 DEG RADIAL TO COLTS NECK VOR ON COURSE. I WAS FOLLOWING THE TETERBORO 2 DEP (SID); TRACKING THE 350 DEG RADIAL TO COLTS NECK; THEN THE 204 DEG RADIAL FROM COLTS NECK TO THE WHITE INTXN. IN THE VICINITY OF COLTS NECK; I ASKED THE COPLT FOR THE COURSE AFTER WHITE. (HE HAD ALL THE ENRTE CHARTS; AND OUR COMPANY TYPICALLY HAS THE COPLT VERIFY NAV; SET UP INTERCEPTS; ETC). THIS PARTICULAR PLT IS USED TO FLYING CAPT IN THIS ACFT AND RELIES HEAVILY ON THE FLT MGMNT SYS AND AUTOPLT FOR NAV. HIS (DELAYED) RESPONSE TO MY QUESTION WAS; 'JUST KEEP THE AIRPLANE ON THE LINE;' POINTING TO THE MAP ON THE MULTI FUNCTIONAL DISPLAY. I WAS HAND-FLYING THE AIRPLANE USING TRADITIONAL VOR/HSI INFO AT THE TIME; AND MY SCAN DID NOT INCLUDE THE MFD/MAP. NOT SATISFIED WITH HIS RESPONSE; I ASKED AGAIN FOR THE AIRWAY/RADIAL TO INTERCEPT AFTER WHITE. HE AGAIN RESPONDED; 'DON'T WORRY ABOUT IT; JUST FLY THE LINE.' SIMULTANEOUSLY; THE CTLR ADVISED US THAT WE MISSED THE TURN ONTO THE AIRWAY; AND TO TURN TO A HDG OF 240 DEGS TO REINTERCEPT IT. THERE WAS ABSOLUTELY NO CONFLICT; AND NO EVASIVE ACTION WAS REQUIRED BY ANYONE. I WAS VERY FRUSTRATED AT THIS POINT BECAUSE I HAD BEEN TRYING TO SET UP THE INTERCEPT; AND THE COPLT WOULD NOT GIVE ME THE REQUIRED INFO. I FINALLY ASKED TO SEE THE CHART; SET UP THE AIRWAY; INTERCEPTED THE RADIAL AND CONTINUED THE FLT WITHOUT FURTHER INCIDENT. IN EVALUATING THE SITUATION; I NOTED SEVERAL CONTRIBUTING FACTORS: THE COPLT AND I WERE EACH USING DIFFERENT METHODS OF NAV; WITH NO COORD SYS FOR XCHKING THE INFO. I SHOULD HAVE COMMUNICATED TO THE COPLT THAT I WAS GOING TO HAND-FLY THE AIRPLANE; USING TRADITIONAL VOR/HSI DATA; AND THAT I EXPECTED HIM TO BACK ME UP (I.E. SET UP SPECIFIC RADIALS TO INTERCEPT; ETC). WHEN I REALIZED HE WAS NOT GIVING ME THE INFO I WANTED; I SHOULD HAVE BEEN MORE ASSERTIVE AND SPECIFIC WITH MY REQUEST. I WAS EXPECTING TO BE COPLT ON THIS LEG; AND HAD MY CHARTS SET UP TO BACKUP THE CAPT. WHEN ASKED IF I WANTED TO FLY THIS LEG; I SHOULD HAVE REVIEWED THE CHARTS MORE THOROUGHLY AND HAD A CHART ON MY SIDE. I WAS DEPENDING TOO HEAVILY ON THE COPLT TO TELL ME WHAT TO DO. PRIOR TO THIS FLT; I HAD APPROX 2 HRS AS CAPT IN THIS ACFT WHICH IS EQUIPPED WITH EFIS; MFD; GNS X; ETC. WHILE THE EFIS ITSELF WAS NOT A PROBLEM; THE MFD/MAP DISPLAY WAS NOT IN MY SCAN AND CERTAINLY NOT BEING USED AS A PRIMARY MEANS OF NAV AS MY COPLT WANTED (AND ASSUMED). AGAIN; BETTER CREW COORD WITH NEW AVIONICS WOULD HAVE HELPED. AS WITH MANY SIDS IN THE NEW YORK AREA; THE WORKLOAD DURING THE FIRST FEW MINS OF THIS DEP IS VERY HIGH; AND DEMANDS FULL ATTN AND COORD BTWN CREWMEMBERS; ESPECIALLY THE TURN FROM WHITE INTXN TO J209 WHICH IS A VERY SHORT SEGMENT TO COYLE VOR. IN LIGHT OF THIS SITUATION; I REALIZED JUST HOW IMPORTANT IT IS TO HAVE STANDARDIZATION AND COM BTWN CREWMEMBERS; ESPECIALLY IN A SITUATION WHERE WE ARE CONSTANTLY FLYING DIFFERENT ACFT WITH DIFFERENT CREWMEMBERS. I PLAN TO ENCOURAGE THIS MORE AND MORE WITH OUR NEW CHIEF PLT. WHETHER I'M FLYING CAPT OR COPLT; I PLAN TO REVEIW EACH RTE MORE THOROUGHLY IN THE FUTURE; EVEN IF I HAVE JUST FLOWN IT RECENTLY; AND; WHENEVER POSSIBLE; WE WILL HAVE 2 ENRTE CHARTS AVAILABLE -- ONE FOR EACH CREWMEMBER. IN ADDITION; I WILL NOT RELY SOLELY ON THE COPLT FOR ENRTE NAV. WHEN USING NEW AVIONICS; I'LL BE CERTAIN THAT MY COPLT AND I ARE MORE COORDINATED. I CONTINUE TO BELIEVE IN LEARNING THE EFIS WITH THE TRADITIONAL VOR/HSI EQUIP PRIOR TO RELYING MORE HEAVILY ON THE MFD/MAP DISPLAYS. WHEN ACTING AS COPLT; I WILL CONTINUE TO USE THESE TRADITIONAL MEANS TO BACKUP A CAPT WHO MAY PREFER THE 'LESS DEMANDING' MFD.