LGT FLC MAKES WRONG DIRECTION TURN; ENTERS PROHIBITED AREA.

Narrative

DEP FROM RWY 36 (DCA) CALLS FOR A COMBINED VISUAL/INST SEQUENCE. THE CAPT (LESS THAN 100 HRS IN TYPE AND NEW TO DCA OP) WAS HESITANT ABOUT THE PROC FOR DEP. WE HELD SHORT OF RWY 36 FOR 10 MIN TO DISCUSS THE PROC. THIS MY 5TH TRIP OUT OF DCA FOR THE MONTH. IT WAS MY OPINION THAT HE FINALLY UNDERSTOOD AND WAS REASONABLY COMFORTABLE WITH THE DEP PROC SEQUENCE (NOTE: LIGHT LOADED LGT; MAX PWR TKOF SETTING -- HI PWR/THRUST PERFORMANCE) ON TKOF THE ACCELERATION OF THE ACFT AND CLB PERFORMANCE OF THE ACFT WAS MORE THAN THE CAPT HAD ANTICIPATED. IN HIS EFFORT TO FOCUS ON THE MASSIVE CLB PERFORMANCE AND GETTING THE ACCELERATION AND CLB RATE UNDER CTL; HE FLEW THROUGH THE INTERCEPT RADIAL; ENGAGED LNAV (SHOULD HAVE STAYED IN MANUAL INTERCEPT AND HDG SELECT) AND THE FMC COMMANDED A R TURN. (THE FMC ON THIS DEP WILL NOT SLOW RADIAL INTERCEPT). THE TURN SHOULD HAVE BEEN TO L TO INTERCEPT; AS WELL AS RE-INTERCEPT DUE TO OVERSHOOT; BUT FOLLOWED THE FMC WHICH COMMANDED THE R TURN. THIS CAUSED A 65 DEG OFF COURSE AWAY FROM THE INTERCEPT HDG TO INTERCEPT. NOW WE ARE APCHING LEVEL OFF (5000 FT) AND PENETRATION OF PROHIBITED/RESTR AIRSPACE. I WAS IN PROCESS OF RESPONDING TO HIS (CAPT) OTHER COMMANDS FOR ENGAGEMENT OF OTHER FUNCTIONS ALL FO DUTIES. I FINALLY NOTICED THE FMC COMMANDED R AND IMMEDIATELY CALLED FOR A HARD L TURN TO BACK ON COURSE. BY THIS TIME; ATC ALSO CALLED FOR THE TURN. THE CAPT WAS ALL CONSUMED WITH THE HIGH ACCELERATION AND CLB PERFORMANCE AND WAS OVERWHELMED BY THE EVENTS AND STUNNED/CONFUSED. APPARENTLY; WE DIDN'T PENETRATE THE P/R AIRSPACE; BUT THE CONFUSION ON THE CAPT'S PART OF THE DEP SEQUENCE CREATED THE INSUFFICIENT FMC/PLT INTERFACE -- RESULTING IN OUR DEV. SOLUTION: ENSURE THAT ALL FACTORS ARE UNDERSTOOD BY BOTH PLTS; PLAN OF ACTION ESTABLISHED AND UNQUESTIONABLE PERCEPTION OF WHAT THE FMC IS DOING FOR US.