Date: 201708
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: Gulfstream IV / G350 / G450
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Corporate
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Engineer
Human factors: Communication Breakdown
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Staffing
Primary problem: Human Factors

Narrative: We received a SELCAL towards the end of our flight; requesting a position report. I'm not sure which way point after the fact as I now decided to fill out this report. No conflicts reported.We were maybe 5 or 10 minutes past the reporting point and within the 2 minutes of the previous report.We made the report immediately upon responding to the ARINC request.It is worth looking at the circumstances. I was using a contract pilot; NFP (Non Flying Pilot). There is a pilot shortage so this person was not my first choice. He has a history of sometimes; not always; difficult CRM; which is manifested by being defensive and sometimes not following SOP.Problems began when he; rather than establishing enroute HF communications; made a report of a coast out position that was not requested; nor did he request a SELCAL check. This was a bit odd. When I asked him what he meant; he was defensive saying 'this was his standard procedure'. We eventually got the SELCAL check.He shortly after that entered the wrong altitude (no big deal) in the altitude prompter as 16000; when the controller had said 15000. I asked him to confirm the altitude with the controller; he did so but with some attitude. My request was kind and appropriate.He was somewhat silent after these two events.I later asked him to put on the COWL heat and he said; 'you do it'.I; without confrontation as the FP (Flying Pilot); put on the COWL heat.He later said 'I'm not your monkey' and that he didn't like when I asked him to do things that he thought I should do myself. Our SOP is to not have the FP pushing buttons when the NFP is free to do it.There was some tension for the remainder of the flight; which was already late; and this added to the exhaustion of both of us.This is why I think we flew past the waypoint; he the NFP missed it; and I did too.He is very competent in many ways; and that is why I continue to use him; (although his personality is challenging). Choosing contract pilots in this environment is kind of 'name your poison'. The best pilots are hired; the ones that are available; always have issues.My challenge is to work with the issues and prevent any confrontations in the cockpit. This was accomplished; but I have to walk gently with some personalities.I have a heightened awareness when working with a different pilot; and I have to re-TRIPLE my efforts.He called me three days later to apologize; which is what he always does. One would ask; why do I use him? He an otherwise nice person to be with on the road and he is very his honest about this 'issue' he is working on. We both try to work with it. He is mostly competent; which is better that some of the other choices I've had to work with.He is not the first or even second person I call; but he was the ONLY one available. It is getting harder all the time to fill our temporary needs.On balance; the flight was conducted safely but I am reminded to pay extra attention to all of the details.




Synopsis: Captain of a corporate turbojet reported issues with flying with contract pilots.