B727 UPGRADED TO GPS-FMS OP HAS A TRACK DEV WHEN AMENDED RTE IS LOADED IN ONLY THE #2 UNIT.

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FLT SDF CLE ORD. ON THE SECOND LEG CLE TO ORD WE WERE GIVEN A CLRNC CLE SKY CRL J34 ALPHE PMM ARR TO ORD. 5 MINS PRIOR; WE TAXIED TO RWY 24R. TWR TOLD US TO CONTACT CLRNC ON 125.05 FOR A RERTE. CLRNC GAVE US A NEW ROUTING CLE SKY VWV VWV248 OXI095 SPANN OXI3 ARR TO ORD AND TO CONTACT THE TWR. TWR CLRED US FOR TKOF RWY 24R. THINGS WERE GETTING RUSHED TO MAKE THE WHEELS UP TIME. I TOLD THE TWR WE WERE UNABLE; THAT WE NEED A FEW MORE MINS WHILE I REPROGRAMMED THE GPS. I THOUGHT THIS TO BE PRUDENT TO REPROGRAM THE GPS. I THOUGHT THIS TO BE PRUDENT TO REPROGRAM THE GPS PRIOR TO DEP BECAUSE WE WERE DEPARTING INTO KNOWN WX AND TURB. THE TWR SAID THEY WOULD HAVE TO CALL CHICAGO AND GET US A NEW RELEASE TIME. JUST AS I PUT THE LAST WAYPOINT INTO THE GPS; THE TWR CALLED US AND SAID THAT WE WERE RELEASED AND CLRED FOR TKOF. I LOOKED DOWN AT BOTH GPS'S AS WE TAXIED ONTO RWY 24R AND THEY BOTH HAD SKY AS THE TKOF WAYPOINT. EVERYTHING LOOKED GOOD; BUT I HAD LET MYSELF BECOME DISTR BY THE RADIO CALL AND HAD NEVER XFERRED THE NEW FLT PLAN TO THE CAPT'S GPS. HIS GPS STILL HAD THE ORIGINAL FLT PLAN WITH SKY AS THE TKOF WAYPOINT. IF IT WOULD HAVE BEEN EARLIER IN OUR DUTY PERIOD; I MAY HAVE NOT BEEN DISTR BY THE TWR RADIO XMISSION AND HAVE COMPLETED THE TASK AT HAND. AS DEP VECTORED US AROUND TO SKY VOR; THEY CLRED US DIRECT TO SKY VOR. THE CAPT SELECTED DIRECT SKY AND ENTERED IT IN HIS GPS THEN XFERRED IT TO MY GPS; AS HE SHOULD HAVE. WHEN HE DID THIS; IT DROPPED THE NEW FLT PLAN FROM MY GPS AND LOADED THE OLD FLT PLAN FROM HIS GPS. UPON REACHING SKY VOR MY GPS DIRECTED ME TO TURN R. AS I CROSSED THE VOR; CRL BECAME THE TKOF WAYPOINT. WE KNEW THIS WAS NOT RIGHT -- IT SHOULD HAVE BEEN VWV. THE CAPT STARTED TO REPROGRAM THE GPS WHEN CTR ASKED US IF WE HAD A NEW FLT PLAN. THE CAPT TOLD THEM WE HAD NOT GOTTEN ANOTHER FLT PLAN. CTR THEN TURNED US TO A HDG OF 270 DEGS TOWARD VWV AND GAVE US THE ROUTING OVER OXI AGAIN. AFTER A WHILE CTR CALLED AND ASKED US TO CONTACT ZOB ON THE TELEPHONE; THAT THERE WAS A POSSIBLE PLTDEV. SUPPLEMENTAL INFO FROM ACN 696495: I THINK FATIGUE WAS A FACTOR IN THAT IT DECREASED THE WORKLOAD CAPACITY OF THE ENTIRE CREW; FIRST IN NOT CHKING THAT THE RTE WAS SENT TO THE CAPT'S FMC CORRECTLY; AND SUBSEQUENTLY IN RECOGNIZING THE OLD RTE WAS STILL IN THE FMC AS WE APCHED THE FIRST FIX. AS A SO; I THINK I RECEIVED ADEQUATE TRAINING IN MONITORING ACFT PARAMETERS SUCH AS LEVELOFFS; FINAL APCH SEGMENTS; AND APCH CRITERIA TO EFFECTIVELY MONITOR A FINAL APCH AND LNDG; AND ENRTE LEVELOFFS. THIS INSTANCE STRESSES TO ME THE IMPORTANCE OF MONITORING FLT PARAMETERS AND CHANGES TO THE FMC ROUTING. I HUMBLY RECOMMEND TRAINING FOR SO'S ALSO INCLUDE TOOLS TO MONITOR FMC CHANGES; SPECIFICALLY WHEN THE RTE CHANGES NEED TO BE PUSHED FROM ONE PLT'S FMC TO THE OTHER. IN THE FUTURE; I WILL MOST CERTAINLY MONITOR THE FMC/GPS XFERS; AND ENSURE BOTH PLTS AGREE TO THE ROUTING THAT IS LOADED.