ACR LGT TRACK HDG DEV AND ALT DEV XING RESTRICTION NOT MET.

Narrative

CHK AIRMAN IN R SEAT OF GLASS COCKPIT ACFT; INSTRUCTING ON CAPT'S IOE; WAS TRYING TO MAXIMIZE INSTRUCTION TIME IN ALL PHASES OF FLT. DURING LATER STAGES OF DSCNT; DISCUSSING DSCNT IN VNAV AND OTHER MODES; ATC ISSUED A CLRNC TO CROSS SEAGO WAYPOINT AT 11000 FT AND 250 KTS. SHORTLY THEREAFTER; WE RECEIVED AN OFF COURSE VECTOR AND; AFTER ANOTHER BRIEF PERIOD; A VECTOR TO INTERCEPT THE ARR RTE. CHK AIRMAN; AS PF; DID NOT ARM LNAV FOR THE INTERCEPT AS IT WAS CLOSE TO 90 DEG; WHICH WOULD RESULT IN A RAPID COURSE CAPTURE AND A MORE RADICAL TURN THAN ONE MIGHT WISH. THE PLAN WAS TO TURN TO INTERCEPT USING HDG MODE AND CAPTURE LNAV WHEN CLOSER TO TRACK. FURTHER DISCUSSION ABOUT THE ACFT DISTRACTED BOTH PLTS AND THEY FLEW THROUGH THE ARR RTE. THE VECTORS HAD ALSO INTERRUPTED THE DSCNT PROFILE. THE ATC CTLR CALLED TO ASK WHETHER WE INTENDED TO INTERCEPT AND WITH THIS 'WAKE UP' CALL WE DID REVERSE AND INTERCEPT; ABEAM SEAGO DSNDING THROUGH 13000 FT. INSTRUCTING IN THE NICETIES OF THE ACFT HAD TAKEN OUR ATTN FROM THE BUSINESS OF FLYING THE CLRNC. AFTER LNDG ON THE W SIDE OF DFW; WE WERE CLRED TO CROSS THE INBOUND PARALLEL RWY; CROSS A BRIDGE AND CONTACT GND CTL ON FREQ XXXX. WE CROSSED THE RWY; CROSSED THE BRIDGE; BUT CHK AIRMAN GOT BUSY AGAIN AND DIDN'T CALL GND CTL UNTIL ABOUT HALF WAY TO A DISTANT GATE. FORTUNATELY; THIS WAS A LOW TFC PERIOD AND THERE WERE NO APPARENT CONFLICTS. THE MORAL IS OBVIOUS: PAY ATTN TO THE BUSINESS AT HAND. THE LUXURY OF THE THIRD CREW MEMBER IS NO LONGER AVAILABLE IN RECENT ACFT (EXCEPTING LONG HAUL) AND MORE DILIGENCE IS REQUIRED OF BOTH PLTS. IT IS MUCH TOO EASY; AND NOT UNCOMMON; FOR INSTRUCTORS TO BECOME INVOLVED IN EXTOLLING THE VIRTUES OF 'GEE WHIZ' AIRPLANES VERSUS 'NO WHIZ' ONES AND NOT DEVOTE THE NECESSARY ATTN TO PRECISE OP.