HDG TRACK DEV PLACES A CL65 IN PROX OF PROHIBITED AREA WHEN THE FLC FAILS TO UTILIZE THE NAV CAPABILITY OF THE VOR AFTER TKOF FROM DCA; DC.

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DEPARTED DCA ON RWY 1. MADE AN EARLY TURN TO THE L TO JOIN THE 328 DEG RADIAL AS PER DEP PROC. WE HAD THE DCA VOR FREQ IN STANDBY; NOT IN ACTIVE. WE HAD HAD THE FREQ IN ACTIVE ORIGINALLY AT THE GATE; BUT APPARENTLY WHILE PROGRAMMING THE FMS THE FREQ WAS KICKED OUT OF ACTIVE TO STANDBY WITH THE AUTO-TUNE FUNCTION OF THE FMS. WE DISCUSSED TURNING A LITTLE MORE TO THE L TO JOIN THE RADIAL AFTER DEP DUE TO THE WINDS FROM '30/08.' WHILE CLBING OUT; WE STAYED ON THE W SIDE OF THE RIVER BUT THE COURSE WAS NOT COMING IN AS WE EXPECTED. AT AROUND 3500 FT MSL WE WENT IMC; WITH COURSE NOT COMING IN WE ENDED UP ON A 350 DEG HDG; TO JOIN THE 328 DEG RADIAL. WITH THE INCORRECT FREQ IN; IT WAS NOT COMING IN. ATC ASKED OUR HDG. I RESPONDED WITH 350 DEGS. ATC GAVE US L TO 250 DEGS DUE TO US GETTING CLOSE TO P56. TO PREVENT RECURRENCE WILL DOUBLECHK FREQ PRIOR TO PUSHBACK AND AT END OF RWY. BETTER VIGILANCE. SUPPLEMENTAL INFO FROM ACN 573141: DEP CTL ASKED US WHAT OUR HDG WAS; AND THE CAPT RESPONDED. THE CTLR THEN ASKED 'WHERE DID YOU GET THAT?' CONTRIBUTING FACTORS WERE MULTIPLE; DIFFERENT DEP PROCS; LATE CHANGE OF PF DESIGNATION (JUST PRIOR TO PUSHBACK); AN AUTOMATED SYS WHICH CHANGES RADIO FREQS; AND POOR PLT MONITORING OF ACTIVE NAVAID TUNING. ON SUBSEQUENT FLTS INTO DCA; THE CAPT AND I AGREED TO VERIFY AND IDENT ACTIVE NAVAIDS DURING THE LINE-UP CHK.