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.