Date: 201503
Local time of day: 0601-1200
Location: NCT.TRACON, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Falcon 7X
Operator: Corporate
Operating under: Part 91
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZOA
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Corporate
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Flight Instructor; Flight Crew Multiengine
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Returned To Clearance
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Short flight to SJC. The filed route and initial clearance was the ROBIE 3 arrival. Enroute; the Captain had briefly left cockpit when ATC called revising clearance enroute to ROBIE. ATC inquired if we could accept SILCN ONE arrival; West Transition. I accepted; and were cleared Direct TROXX; SILCN 1; DESCEND VIA SILCN ONE Except Maintain FL200 after SILCN. Captain returned; and I briefed him on the changes. We had ambiguity on both the lateral and vertical ATC Clearance. I queried ATC about the vertical limits and in my readback confirmed the West transition. The new STAR was entered into the flight management window and the waypoint sequence after VLLEY did not match what we thought was the western transition (The route on the western side of the STAR). We were using the electronic Jeppesen charts installed in the aircraft; displayed on the lower MDU. The default display does not show the complete chart. After passing SILCN we were instructed to descend via the arrival. I manually entered the western waypoints while the Captain monitored the vertical profile. During the descent we were queried by ATC if we were on the West Transition; which we replied affirmative. The controller informed us that we were not; and gave us direct to a fix on the ILS for 30L with a further descent.After landing; we both re-evaluated the chart and discovered that we had missed a textural description on the lower part of the chart which indicated the West transition meant Landing to the west (Runway 30L); not the western track on as depicted on the STAR. Important lesson learned; however I would like to comment from a human factors standpoint.  All Dassualt EASy aircraft depict the STAR in this way; and due to the time constraint and making the decision incorrectly to enter the waypoints for the transition; it was 'easy' to omit reviewing the entire arrival plate. The aircraft electronic charts system also makes it cumbersome to move around the displayed plate; due to having to move the cursor to the edges and click to move.I would suggest that Jeppesen and NOS plates clearly point out in the plan view which are the East and West transitions for the SILCN ONE Arrival. I am also recommending to the Captain we use possibly other means (iPad; paper etc) to review charts when there are time constraints; or ask for a delay vector.




Synopsis: DA7X First Officer misunderstands an ATC clearance to fly the SILCN1 RNAV to SJC west transition partially due to the inability to see the entire chart on the aircraft display. ATC notes the deviation and issues a clearance direct to a fix on the ILS 30L.