Narrative:

Our corp twinjet was cleared to hold at the mol VORTAC southwest of the washington, dc, area due to thunderstorm activity affecting the arrival rtes into the new york metropolitan area, where our destination was located. The PF was the designated first officer, highly experienced in our aircraft and occupying the left seat per company policy, and coincidentally preparing to upgrade to captain in the near future. Upon given the clearance, 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 heading/VOR course guidance with the autoplt engaged. I monitored our progress, and once properly established in the holding pattern, my attention was diverted to determining available options regarding possible rertes/destination change, given our fuel state and a response from ATC that the holding delay was 'indefinite.' the copilot was tasked to concentrate on flying, and approximately 5-10 mins outbound the fix, within airspeed limits, ATC suggested a wbound turn to rejoin the hold. This focused my attention back to the PF, now determining our position being too far nne of course. I quickly discovered the reason: the heading bug he was using only provided 1/2 bank commands at our high altitude. 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 flight by PNF.

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Original NASA ASRS Text

Title: 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.

Narrative: 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.

Data retrieved from NASA's ASRS site as of July 2007 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.