ACFT FAILED TO INTERCEPT AN AIRWAY.

Narrative

ON DEP FROM PHL WE WERE CLRED DIRECT DITCH BY DEP CTL. WE WERE THEN SWITCHED TO ZNY FREQ 132.95. AS WE APCHED DITCH; NYC GAVE US A HDG 20 DEGS TO THE L TO INTERCEPT J225. AT THE SAME TIME; NYC CLRED US TO CLB TO FL230. I WAS FLYING THE ACFT AND MADE THE ENTRY INTO THE FMC FOR THE INTERCEPT. I THEN MADE THE NECESSARY ENTRIES TO COMMENCE THE CLB TO FL230. WHILE DOING THIS; THE ACFT FLEW THROUGH THE RADIALS OF J225 WITHOUT CAPTURING. THE FO AND I BOTH SAW THIS AND I STARTED A TURN BACK TO THE AIRWAY. AT THE SAME TIME NYC ADVISED US WE WERE ALMOST 5 MI E OF J225. HE GAVE US A L TURN BACK AND STOPPED OUR CLB AT 16000 FT. AS WE APCHED J225; CTR CLRED US DIRECT JFK AND RESUMED OUR CLB TO FL230. WE THEN PROCEEDED TO BOS. I FEEL THAT THE LACK OF EXPERIENCE OF BOTH PLTS IN THE B757 CONTRIBUTED GREATLY TO THE OVERSHOOT. BEFORE THE 757; I FLEW THE 727 AND THE FO WAS A CAPT ON THE F28. WE BOTH HAVE BEEN ON THE ACFT FOR ABOUT 2 MONTHS. IN MY BRIEFING; I EMPHASIZED THIS POINT SO THAT WE WOULD BE ESPECIALLY AWARE AND CAREFUL. THIS WAS THE FIRST LEG OF A 4 DAY TRIP AND SINCE WE WERE BOTH OPERATING A BIT SLOWER THAN WE WOULD HAVE LIKED; IT MIGHT HAVE BEEN WISER NOT TO USE SO MUCH OF THE MAGIC. I FEEL I ALSO SHOULD HAVE JUST FLOWN THE ACFT INSTEAD OF MAKING ALL THE ENTRIES. GOOD PROC IS THE PF FLIES; THE PNF DOES ALL THE COMPUTER ENTRIES AND EXECUTES UPON THE PF CHKING AND AGREEING. I CAN ASSURE YOU WE MADE SURE WE DID THIS FOR THE REMAINDER OF THE TRIP. I'VE FLOWN THIS LEG PHL-BOS MANY TIMES OVER THE YRS. A NEW WORK ENVIRONMENT; A FO AND CAPT NEW IN THE EQUIP MAKE EVEN DOING SOMETHING WE'VE DONE MANY TIMES BEFORE FEEL TOTALLY NEW. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR AND THE FO ARE BOTH NEW TO THE B-757. THEY HAD NEVER FLOWN TOGETHER BEFORE IN ANY ACFT AND HAD ONLY MET AT THE SCHOOL HOUSE IN A REFRESHER PROGRAM. THE RPTR BELIEVES THAT HE FAILED TO HIT 'LNAV' TO DIRECT THE ACFT TO INTERCEPT THE RADIAL. THE RPTR WAS HAVING TO FLY AND TYPE AT THE SAME TIME WHILE THE FO WAS VERIFYING THE LOCATION OF THE INTXN ON A CHART. THERE IS ALWAYS ONE MORE BUTTON TO PUSH ON THESE FANCY ACFT. SUPPLEMENTAL INFO FROM ACN 296783: THE NEW YORK AREA HIGH ALT AREA CHART SHOULD BE REISSUED. IT IS MUCH LESS CLUTTERED AND EASIER TO READ IN THE CROWDED NE CORRIDOR. THE COMMERCIAL HIGH ALT #8 IS A SPAGHETTI BOWL IN THIS AREA AND DIFFICULT TO PINPOINT POS; ESPECIALLY IN A HURRY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTING FO RECENTLY DOWNGRADED TO THE B-757 FO SEAT AFTER 14 YRS AS AN F-28 CAPT. BOTH HE AND THE CAPT WERE BRAND NEW TO THE 757 AND EACH OTHER. HIS ACR TRIES TO AVOID PAIRING 2 NEW CREW MEMBERS BUT SOMETIMES THE SYS FAILS. THE RPTR BELIEVES THAT THE CAPT DID NOT PUSH THE LNAV BUTTON HARD ENOUGH AND THAT BOTH OF THEM DID NOT CHK TO SEE THAT LNAV WAS INITIATED. THE RPTR HAS NOT HEARD FROM THE FAA ON THIS INCIDENT. FROM THE PRETKOF BRIEFING AND A BRIEF SOCIAL ENCOUNTER; THE FO BELIEVED THE CAPT TO BE 'VERY PROFESSIONAL.' THE FO SAID 'LNAV AVAILABLE' BUT DID NOT CHK TO SEE THAT IT WAS PROPERLY ENGAGED.