C560 CREW HAD TRACK DEV AFTER A CHANGE IN STAR INTO LAS.

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FLT FROM KUDD-KLAS. WE HAD PROGRAMMED THE FMS TO OUR FILED RTE AND DEPARTED UDD VFR AND PICKED UP OUR CLRNC ENRTE; REMAINING VFR. WE PICKED UP OUR CLRNC FROM PSP DEP; AND IT WAS DIFFERENT THAN WHAT WAS FILED. THE PNF PROCEEDED TO CHANGE THE RTE IN THE FMS. THE BIGGEST CHANGE WAS THE ARR INTO LAS. THE FILED ARR WAS THE CRESSO 3; WHICH WAS CHANGED TO THE SKEBR 1. BOTH ARRS CAN START AT CRAMS. AS HE WAS CHKING THE FIXES; I CALLED THEM OUT TO HIM TO VERIFY IT WAS CORRECT; BUT HE HAD THE CRAMS 1 ARR IN HAND; SO IT LOOKED GOOD. AS WE STARTED THE ARR; WE WERE INSTRUCTED TO DSND TO 11000 FT; AND CONTINUE ON SKEBR 1; NEITHER OF US REALIZED THAT WE STILL DID NOT HAVE THE CORRECT ARR AND CONTINUED. THEN APCH ASKED US OUR HDG; WHICH WAS 015 DEGS. WE WERE THEN INSTRUCTED TO TURN TO 350 DEGS; AND THE PREVIOUS HDG WOULD NOT KEEP US ON SKEBR 1 ARR. AT THIS POINT WE REALIZED SOMETHING WAS WRONG AND I STARTED TURNING TO 035 DEGS. AGAIN; APCH QUERIED US OF OUR HDG AND INSTRUCTED US TO TURN TO 350 DEGS. APCH THEN VECTORED US THE REMAINDER OF THE ARR AND WE LANDED WITH NO OTHER PROBS. AT THE TIME; WE WERE IMC; IN TURB; GETTING LIGHT ICE. JUST PREVIOUSLY; PNF WAS GETTING ATIS AND INFORMING THE FBO OF OUR ARR. AT THAT TIME; PF WAS FLYING AND MONITORING CTR FREQ. AT ABOUT THE TIME OF THE PROB; BOTH PLTS WERE PERFORMING THEIR DUTIES; BUT BOTH WERE CONFUSED ABOUT THE SIT. I FEEL IF I WOULD HAVE ASKED THE PNF TO REPEAT THE ARR AFTER INITIAL CLRNC WAS GIVEN AND SHOULD HAVE BEEN VERIFYING THE ARR AS PNF WAS ENTERING THE INFO INTO THE FMS; THIS WOULD NOT HAVE HAPPENED. SUPPLEMENTAL INFO FROM ACN 538181: I ENTERED CRAMS AND THEN INADVERTENTLY ENTERED THE CRAMS 1 ARR INTO THE FMS. SEVERAL FACTORS LED TO THIS SIT. AS THE PNF; IT WAS MY DUTY TO PROGRAM THE FMS AND CHANGES. THESE ARE TO BE DISCUSSED AND CONFIRMED BY THE PF. I ALLOWED MYSELF TO BE DISTR FROM COMMUNICATING AND COMPLETING THIS CONFIRMATION BY SIMULTANEOUSLY ATTEMPTING TO RETRIEVE ATIS AND NOTIFY THE FBO OF OUR ARR AND CONFIRM PAX GND TRANSPORTATION REQUIREMENTS. THIS SIT COULD HAVE BEEN PREVENTED BY: 1) ADDITIONAL CONCENTRATION; FOCUS; AND PERSONAL COMMITMENT TO 'CORRECTLY' ENTER CLRNCS AND CHANGES INTO THE FMS. 2) ADHERENCE TO COMPANY POLICY TO PROPERLY COMMUNICATE; CONFIRM; AND VERIFY FMS ENTRIES. 3) PROPERLY PRIORITIZING THE WORKLOAD TO INCLUDE FLYING THE AIRPLANE; COMPLYING WITH ATC CLRNCS; AND OMITTING NON ESSENTIAL DUTIES TO PREVENT FLC DISTR.