Challenger CL604
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 25; Flight Crew Total 20000; Flight Crew Type 110
Aircraft Equipment Problem Less Severe; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented
Procedure; Software and Automation; Aircraft
Corporate flight to ZZZ [Airport]. Approximately one hour from arrival airport we had multiple route changes. Final route change was ZZZ [VOR] VXXX ZZZ1 [VOR] ZZZ [Airport]. Had difficulty programing Proline Fusion with new route so I built each intersection on VXXX and reconfirmed route.Given a descent to 7;000 ft. by TRACON arrival. We had discussed and programed RNAV (GPS) Y Runway XX. We didn't ask TRACON for the approach we planned. TRACON cleared us direct to ZZZZZ [Intersection] for the ILS Runway XX. I had reviewed the ILS and knew ZZZZZ Intersection wan on the approach. I had the ILS programed in the number two Navigation unit under the number two FMS RNAV.I gave Captain a heading left to intercept the ILS as I had raw data up. Captain was not set up for the ILS and tried to load frequency and inbound course. Now we are high. I pointed the airport our to Captain. Captain had set up on his ILS navigation display 065 inbound.Speed was 250 kts. I told Captain to slow down. ATC asked if we were too high on approach. Captain advised we could make the field. Switched to Tower. I saw we were too high in altitude and speed to make a stable approach. I advised the Tower that we would like a visual approach with a right down wind for Runway XX. Captain was in agreement. Twice more I advised Captain to slow down. I put my hand over his hand and pulled throttles to idle. Captain brought throttle back up. I believe we were at 3;000 to 4;000 feet descending. Tower instructed us to make a right down wind to Runway XX. Again; I advised we are way too fast. Captain started his right turn. Tower advised us about an aircraft ahead of us. I am not positive; but I thought Tower said to climb to 4;000 feet. I did hear tower state pattern altitude was 2;000 feet. We picked up aircraft visually coming right to left as we were making the right turn to downwind. We received a RA but had visual sighting. I think the aircraft was about 1;000 feet horizontal and about 200 vertical feet above us. I advised Captain twice I had the aircraft. He handed me the aircraft and I slowed the aircraft and started to configure the plane for landing. Once configured for landing I gave aircraft back to Captain. I took aircraft back a second time when I did not think he was quite aware of where we were in relation to Runway XX. We were advised of VFR aircraft and cleared to land. Captain was preoccupied looking for VFR traffic. I brought aircraft around to final on the PAPI. Gave the aircraft back to Captain and asked if he was OK to land aircraft. Normal landing.I have been a Captain for a Major airline and told pilot and mechanic I wished to have debrief to address the errors we made with loss of situational awareness and getting behind on the aircraft.The proline fusion avionics system I believe has bugs to be worked out. Almost all numerical fonts are the same size. with all the color enhanced background if you do not know specifically where to look nothing stands out. None of the National flight training facilities have a simulator that has the Fusion avionics system. Flight Safety ZZZ2 has a stand-alone practice system that has no real time capability. We are pretty much self-taught to use the Fusion Proline Avionics system. To change an approach with the Fusion system also take time to set up an instrument approach means if you are in Navigation FMS mode you need to go to heading select. go to the VOR/ILS. set up the frequency and inbound course. then go back to FMS/NAV mode. I believe Captain made his error in the heat of the moment by putting the reverse course inbound with the tail of the VOR/ILS needle.My errors where I knew we were getting behind the aircraft and thought I could talk the Captain through what we needed to do verses taking the aircraft sooner.I have learned in Corporate flying that standardization in aircraft management means there is no standardization if you work for a small fight department. Especially as a contract pilot. This was without a doubt the most difficult flight I have had in many years. Pilots have great attitudes and always seek to learn and improve. I certainly learned but wish to not learn by making and compounding errors.
CL604 First Officer reported numerous issues with a new avionics system which caused airborne conflict.