Date: 201503
Local time of day: 0001-0600
Location: PRX.Airport, TX
Flight conditions: IMC
Weather elements / visibility: Rain; 6
Light: Daylight
Aircraft: Citationjet (C525/C526) - CJ I / II / III / IV
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Reporter organization: Corporate
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Training / Qualification; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Was cleared to CUKBO; which is the IAF for the RNAV/GPS 35 Approach (LNAV) into PRX. Since a procedure turn would not be required; when I put the approach into the box I deleted the procedure turn. Then I was told to expect to hold at CUKBO for traffic on the approach. I was subsequently cleared to CUKBO; to hold at CUKBO at 5;000 feet and as published. I initiated the descent from 8;000 feet; and then attempted to use the 'HOLD' page on the FMS (a Honeywell GNS/XLS) to re-establish the holding pattern at CUKBO so that the aircraft would enter the hold when it reached the fix. Unfortunately I messed up; and had to reattempt twice. Once I finally thought I had it correct (maintaining situational awareness in regards to the weather; which was continuous rain and light chop); I executed the change. This initiated an immediate right turn; which was correct for a direct entry to hold right as published. I was surprised that I was so close to CUKBO when I finally got the holding pattern executed; but looking at the pilot's moving map indeed showed CUKBO to be the fix we were about to hold on. CUKBO was clearly displayed on the map; with the holding pattern depicted; and then the remaining fixes on the approach into Paris.What I failed to realize; however; is that instead of programming the box to enter the hold at the desired fix; I had instead created a present position hold; simultaneously creating a new pilot-created waypoint designated 'CUKBO'; since that was what I had entered as the name of the fix to hold on.I didn't realize this until approximately 25-30 seconds later; when I noted that I was still 25 miles to the south of PRX; while CUKBO the IAF is within 10 miles of the field. A cross reference of the approach chart confirmed this; and I quickly cleared the box; reloaded the approach and entered direct CUKBO. This turned the aircraft quickly back to the fix I'd been cleared to; resulting in a roughly 360 degree turn over the course of just over one minute. I estimate that based on my rate of descent; and the altitudes involved (8;000 feet to 6;200 feet when I turned back to CUKBO).This is the fault of my unfamiliarity with the GNS/XLS box; as I normally fly the Collins ProLine 21 in the aircraft I regularly operate. This is a deficiency I have rectified this afternoon by re-studying the Honeywell manual and making myself familiar with the correct procedure for establishing and entering a hold.




Synopsis: CE-525 pilot reported making an error programming a hold in his FMS; highlighting several 'gotcha' areas that can trip up the unwary or undertrained.