Date: 201811
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Global 6000 (Bombardier)
Operator: Air Taxi
Operating under: Part 135
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
Aircraft component: FMS/FMC
Component problem: Malfunctioning
Reporter organization: Air Taxi
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Confusion; Time Pressure; Human-Machine Interface
Anomaly: Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors; Procedure
Primary problem: Human Factors

Narrative: As SIC PNF (Second in Command; Pilot Not Flying) I was tasked with the cockpit duties. Getting the jet / cockpit ready for flight. All that that entails. I'm good at it; I like it. Very close to 40 minutes after entering the cockpit the 'cockpit' was ready to go fly. For a trip from ZZZ to [our international destination] it takes about that length of time. I did everything; I am very meticulous. Talk is cheap; I know.  I checked the route; I checked the SID; 1500 foot altitude restriction; I set up the noise abatement profile; I set up the ETP (Equal Time Point); etc; etc; ...I use a personal checklist to make sure I set up the cockpit correctly and completely. I am positive the [correct SID] departure was in the box; positive. Now; you probably have doubt but I'm telling you it was in there; period. We were busy with passengers; luggage; etc. right before engine start. This may be important; on international flights the clearance is only available 30 minutes prior to actual departure. On domestic flights it is available an hour prior to actual departures via [Company] scheduling. I received the clearance via CPDLC and there was an INSERT MOD of PUT. I accomplished entering the mod and checked route page that PUT had inserted correctly. I accomplished this just prior to passengers arriving. Everything is fine / normal. Loaded the luggage; started the engines; taxied; and pulled onto runway; and took off. All normal. Obviously not. I had checked the full route and SID prior to obtaining the CPDLC MOD clearance. Like an hour prior. I checked the MOD as I stated; but I did not recheck the whole route; why would I.The PIC (Pilot in Command) was inside FBO doing PIC duties. We did not check route together. But that is not unusual; again I am positive the [correct SID] was loaded; 1500 foot altitude restriction (NAV /VNAV).We were cleared for takeoff rather quickly; but not super fast. I had zero reason to think that we were not 100% ready to go. The PIC had briefed the noise abatement profile back in the chocks and I added that 1900 VSI would not be necessary because we would already be in ALT CAP; level off mode. Normal for the [departure]. On departure I noticed and verbalized that I did not see ALT CAP happening and to level off at 1500 feet. The standard departure SOP has the PNF looking at the altimeter a lot; very much oriented around altitude versus ground track. The PIC called for autopilot and of course tower switched us to departure control and the PIC said something to the effect of is the SID loaded. I don't know what he said but when I looked down at the MAP display we were driving into space on runway heading. No [SID]!First: when the jet receives a CPDLC clearance with a mod does that drop out the SID? I have no idea. I have had plenty of those type of clearances but cannot remember the specifics. Two: The charts had been 'updated' by Maintenance the previous night. I had to select proper date page out of ZZZ. Maybe that have had something to do with it? When we checked on with Departure Control they gave us a heading and climb right away which is kind of normal. They also said to fly the SID next time. I stated that it dropped out of the box on gear retraction. I had no reason to believe it was not in the box. I had no other answer; that is what I thought happened. I had checked it an hour or so ago. I am positive it was in the FMS way back during cockpit set up but prior to receiving CPDLC mod clearance.I have two recommendations: The go around call of flaps 6 spoilers zero should be changed. The spoilers zero means nothing to 99% of the crews. The callout has been diluted so bad it is meaningless. What does that have to do with anything? This; as an SOP we are to verbalize the 1st waypoint prior to takeoff. Most of the time we have to hunt for the waypoint because it is 10; 20; 30 miles away... meaningless. Change the SOP to RNAV departures only. That first fix is within 3-5 miles of the runway; important. That will help us emphasize that we are doing an RNAV departure and it is a little out of the ordinary. ZZZ1 and other airports make you read back first RNAV fix in takeoff clearance. Today the PIC may have; probably did; verbalize the first waypoint but I have the [SID] memorized and since it is an everyday sop his response did not draw me in as we were taking the runway and I was busy with all the other sops. There certainly is something to having so many sops that they become diluted; lose their importance. Maybe we have crossed the line just a bit. Without question; I pride myself in knowing the SOPs. But after I have verbalized the SOP am I really giving it the thought intended. No; I probably am not. Just some thoughts. I am not trying to change [Company]; I am not bucking the [Company] philosophy (I know my SOPs); just a couple of thoughts. We screwed up; obviously; BUT when did the [SID] drop out of the FMS. Seriously; I have no idea. Do you? Was it the MOD insert in the clearance? I need to know. We may have a few too many SOPs. They may have become diluted.




Synopsis: Global 6000 First Officer reported a route deviation due to an undetected FMC anomaly.