CRJ ON APCH TO PIT FAILS TO HAVE LOC DIALED IN AND OVERSHOOT ILS TURN ON DUE TO CRM BREAKDOWN.

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FLT CYOW TO PIT. PRIOR TO GRACE INTXN; PIT APCH BEGAN VECTORS FOR ILS RWY 28R. BOTH PLTS SELECTED ILS FREQ. DUE TO DISTANCE FROM FIELD; RADIOS DID NOT SELECT INBOUND COURSE AUTOMATICALLY; OUTSIDE PARAMETERS FOR THIS FEATURE. I NOTICED THIS; SELECTED INBOUND COURSE. FO (PF) DID NOT. WITH FMS (#1) ON MY SIDE AND BEING NOT 'PF;' I PROGRAMMED FOR APCH AND TRIED TO IDENT ILS FREQ AND RECHKED PROPER FREQ DIALED IN. I WAS MONITORING APCH FROM MY SIDE; ON INTERCEPT; CLRED FOR APCH; FO CONFIGURED PROPERLY. I CALLED OUT LOC ALIVE; CAPTURED FROM MY SIDE; AND AS ACFT WENT THROUGH LOC; I LOOKED AT FO'S INSTS AS APCH HAD TO RETURN FOR INTERCEPT. ACFT DID NOT DSND; SO SEPARATION TO OTHER RWY WAS NOT COMPROMISED. AS I WAS MONITORING ALL EVENTS WHEN I NOTICED FO HAD NOT DIALED LOC COURSE IN; THUS INTERCEPT DID NOT OCCUR. FACTORS: BOTH PLTS PRIOR MAIN LINE ACR COMPANY; 14+ YRS AIRLINE EXPERIENCE EACH. THUS MY LEVEL OF ATTN TO HIS FLYING ABILITY WAS NOT VERY INTENSE. HE WAS VERY COMPETENT. BOTH OF US HAD VERY LOW EXPERIENCE IN ACFT. TECHNOLOGY: 99% OF THE PARAMETERS EXIST FOR AUTO COURSE TUNING. WE ALWAYS EXPECT IT. THIS CASE; IT DIDN'T HAPPEN. I WAS ALWAYS TAUGHT IN TRAINING TO CHK IT. FO MIGHT NOT HAVE HAD IT STRESSED THAT MUCH. I DIDN'T CHK HIS; ASSUMING HE WAS CHKING HIS. AGAIN; REFING HIS AIRLINE; MIL BACKGROUND. ALSO; I GOT BUSY DOING MY DUTIES -- RADIO WORK; MONITORING ACFT. I ALSO NEGLECTED TO CHK HIS SIDE. LASTLY; CAREER EVENT DISTRS -- LEVEL OF ATTN.