Narrative:

At the gate before push back we received the JPOOL7 departure act transition. It was entered into both FMS's. Once we taxied out we switched over to ground frequency and we were told to contact clearance so we did. Clearance issued us a new departure NELYN5 act transition.I entered it into my side (nonflying pilot) with runway 18L and double checked all of the points against the nelyn 5 jeppesen plates. I guess I assumed the first officer entered it into his side also or [transferred] it. The first officer is brand new to the universal FMS and I think he was thinking the info would automatically transfer like it does on the honeywell FMS. We are still trying to get used to the fact that the FMS's don't talk to each other. Once on the runway 18L I verified that my mfd and FMS was showing the correct departure points. What I failed to do was check my first officer's side. Once we departed my first officer noticed that he was still showing the JPOOL7 departure. So we made the decision that I should take the aircraft because I had the correct info on my side but by this point we had drifted to a heading of 200. We confessed our situation to departure he gave us a heading of 190. We reloaded the departure into the first officers FMS and told departure that we could now rejoin and he gave us direct nelyn. The flight continued without incident. Threats that contributed to this situation are me a captain that has been using the honeywell FMS for 10 years and trying to get used to the vast differences between the 2 different types of FMS's. A first officer that is brand new to the operation and universal FMS. Also we had been fighting weather and maintenance delays. So we were feeling rushed by this point in the day. The major error that was made was both pilots not checking the new flight plan in both FMS's. I am learning a lot of what to do and not to do because of the universal FMS; but the major thing I will take away from this incident is to check that not only is my mfd; pfd and FMS showing correct information but that my first officer's is also showing the correct info. And as always remember to just slow down.

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Original NASA ASRS Text

Title: Air carrier Captain reports receiving a new departure procedure during taxi out and enters it into his Universal FMS but the First Officer does not (new to the company and the Universal FMS). The First Officer is the flying pilot and a track deviation results.

Narrative: At the gate before push back we received the JPOOL7 departure ACT transition. It was entered into both FMS's. Once we taxied out we switched over to ground frequency and we were told to contact clearance so we did. Clearance issued us a new departure NELYN5 ACT transition.I entered it into my side (nonflying pilot) with RWY 18L and double checked all of the points against the NELYN 5 Jeppesen plates. I guess I assumed the FO entered it into his side also or [transferred] it. The first officer is brand new to the Universal FMS and I think he was thinking the info would automatically transfer like it does on the Honeywell FMS. We are still trying to get used to the fact that the FMS's don't talk to each other. Once on the RWY 18L I verified that my MFD and FMS was showing the correct departure points. What I failed to do was check my FO's side. Once we departed my first officer noticed that he was still showing the JPOOL7 departure. So we made the decision that I should take the aircraft because I had the correct info on my side but by this point we had drifted to a heading of 200. We confessed our situation to departure he gave us a heading of 190. We reloaded the departure into the First officers FMS and told departure that we could now rejoin and he gave us direct NELYN. The flight continued without incident. Threats that contributed to this situation are me a captain that has been using the Honeywell FMS for 10 years and trying to get used to the vast differences between the 2 different types of FMS's. A first officer that is brand new to the operation and universal FMS. Also we had been fighting weather and maintenance delays. So we were feeling rushed by this point in the day. The major error that was made was both pilots not checking the new flight plan in both FMS's. I am learning a lot of what to do and not to do because of the Universal FMS; but the major thing I will take away from this incident is to check that not only is my MFD; PFD and FMS showing correct information but that my FO's is also showing the correct info. And as always remember to just slow down.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.