CORP ACFT WITH FO IN PIC SEAT EXCEEDS BOUNDARIES OF THE REQUIRED HOLDING PATTERN WITH LESS THAN STANDARD RATE TURNS. ARTCC RADAR CTLR VIGILANCE CORRECTS FLT PATH WITH A SUGGESTED HDG.

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OUR CORP TWINJET WAS CLRED TO HOLD AT THE MOL VORTAC SW OF THE WASHINGTON; DC; AREA DUE TO TSTM ACTIVITY AFFECTING THE ARR RTES INTO THE NEW YORK METRO AREA; WHERE OUR DEST WAS LOCATED. THE PF WAS THE DESIGNATED FO; HIGHLY EXPERIENCED IN OUR ACFT AND OCCUPYING THE L SEAT PER COMPANY POLICY; AND COINCIDENTALLY PREPARING TO UPGRADE TO CAPT IN THE NEAR FUTURE. UPON GIVEN THE CLRNC; I AS THE PNF; CONFIGURED THE AVIONICS/FMS APPROPRIATELY; SUGGESTING TO THE PF TO ALLOW THE FMS TO PROVIDE HOLDING ENTRY/GUIDANCE VIA THE AUTOPLT. THE PF PREFERRED TO FLY THE HOLDING PATTERN BY USING HDG/VOR COURSE GUIDANCE WITH THE AUTOPLT ENGAGED. I MONITORED OUR PROGRESS; AND ONCE PROPERLY ESTABLISHED IN THE HOLDING PATTERN; MY ATTN WAS DIVERTED TO DETERMINING AVAILABLE OPTIONS REGARDING POSSIBLE RERTES/DEST CHANGE; GIVEN OUR FUEL STATE AND A RESPONSE FROM ATC THAT THE HOLDING DELAY WAS 'INDEFINITE.' THE COPLT WAS TASKED TO CONCENTRATE ON FLYING; AND APPROX 5-10 MINS OUTBOUND THE FIX; WITHIN AIRSPD LIMITS; ATC SUGGESTED A WBOUND TURN TO REJOIN THE HOLD. THIS FOCUSED MY ATTN BACK TO THE PF; NOW DETERMINING OUR POS BEING TOO FAR NNE OF COURSE. I QUICKLY DISCOVERED THE REASON: THE HDG BUG HE WAS USING ONLY PROVIDED 1/2 BANK COMMANDS AT OUR HIGH ALT. I COMMANDED HIM TO TRANSITION TO THE AUTOPLT 'TURN KNOB' TO PROVIDE STANDARD RATE TURN CAPABILITY TO MAINTAIN COURSE WITHIN PROTECTED AIRSPACE; WHICH HE DID. SUGGESTIONS: DO NOT BE PRESUMPTIVE ABOUT FELLOW AVIATOR EXPERIENCE/PERFORMANCE. INSURE APPROPRIATE MONITORING DURING ALL PHASES OF FLT BY PNF.