HDG TRACK DEV ON SID DEP PROC. POTENTIAL CONFLICT LTSS.

Narrative

ACARS LOADED THE RTE INTO THE FMC. IT WAS FROM DFW RWY 36R 'AMA..ALA..CATEL..RLG.' THE CREW MUST INSERT THE APPLICABLE DEP (WORTH 5; AMA TRANSITION). AS WE WERE ABOUT TO DO THIS AND CHK THE RTE; 2 CHILDREN AND THEIR MOTHER ENTERED THE COCKPIT FOR 'SHOW AND TELL' AND DIVERTED OUR ATTN. AFTER THEY LEFT; WE OVERLOOKED INSERTING THE WORTH 5 DEP. THIS LEFT THE RTE WITH AN ESTIMATED 295 DEG TRACK DIRECT DFW-AMA INSTEAD OF THE 274 DEG TRACK DFW-KWICK AS PUBLISHED ON THE DEP. AFTER TKOF ON RWY 36R WE WERE CLRED TO TURN TO 270 DEGS TO INTERCEPT THE DFW 274 DEG RADIAL AND CLB TO 17000 FT. WE ARMED LNAV AND INTERCEPTED THE 274 DEG RADIAL. WE IMMEDIATELY REALIZED WHAT HAD HAPPENED; INITIATED THE CORRECTION AND INSERTED THE WORTH 5 AMA IN THE FMC. WE GOT A TCASII RA DURING THE CLB FROM AN ACFT ON THE BOIDS ARR AT 11000 FT. WE HAD THE OTHER ACFT IN SIGHT ALL THE WAY AND SO NOTIFIED DEP CTL. NO EVASIVE ACTION WAS REQUIRED. 1) THIS HIGHLIGHTS THE NEED FOR BOTH PLTS TO CHK THE RTE AND STEP IT THROUGH ON THE FMC PRIOR TO DEP. 2) IT VERIFIES THE TECHNIQUE OF PUTTING THE INITIAL RADIAL TO BE FLOWN ON RAW VOR DATA OR AS A 'DOWN TRACK' RADIAL ON THE FIX PAGE AND CHKING THAT IT COINCIDES WITH THE FMC ACTIVE RTE. (WE ALSO FAILED TO DO THIS.) 3) IT WOULD BE HELPFUL IF ACARS WOULD LOAD THE DEP WHEN IT LOADS THE RTE.