Flight crew failed to switch to new frequency on approach to landing.

Attributes
ACN	332530
Time
Date	199604
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : dfw
State Reference	TX
Altitude	msl bound lower : 5000 msl bound upper : 5000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : dfw
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	descent : approach descent other
Route In Use	arrival other arrival star : star enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi pilot : flight engineer
Experience	flight time last 90 days : 150 flight time total : 10000 flight time type : 600
ASRS Report	332530
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	non adherence : clearance other anomaly other
Independent Detector	other controllera
Resolutory Action	flight crew : became reoriented other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

Approaching boids intersection, on initial contact with dfw approach, we were told to 'turn to 110 degree heading after boids, intercept runway 13R localizer, descend from 9000 ft to 5000 ft, and call another approach control on 118.9.' first officer was flying and was not set up for runway 13R although he had briefed a visual approach to that runway. In my haste (captain, PNF) to get his navaids set up, set the FMS, and complete the approach checklist, I somehow forgot to call on 118.9. At 5000 ft I noticed we were just about on the runway 13R GS so I requested lower and we were told again to call approach on 118.9. When I switched over to 118.9, the approach controller was calling us to slow to 170 KTS and descend to 4000 ft. We acknowledged this and also called the airport in sight, after which he issued a visual approach clearance. To our knowledge there was no conflict. Contributing factors: 1) my failure to insure first officer had his navigation radios set up during his approach briefing, and 2) initial dfw approach controller giving more than 3 instructions in a single transmission with an immediate frequency change. Prevention: in the future, insure we are completely set up for the closest probable approach earlier in the descent.

Original NASA ASRS Text

Title: FLC FAILED TO SWITCH TO NEW FREQ ON APCH TO LNDG.

Narrative: APCHING BOIDS INTXN, ON INITIAL CONTACT WITH DFW APCH, WE WERE TOLD TO 'TURN TO 110 DEG HDG AFTER BOIDS, INTERCEPT RWY 13R LOC, DSND FROM 9000 FT TO 5000 FT, AND CALL ANOTHER APCH CTL ON 118.9.' FO WAS FLYING AND WAS NOT SET UP FOR RWY 13R ALTHOUGH HE HAD BRIEFED A VISUAL APCH TO THAT RWY. IN MY HASTE (CAPT, PNF) TO GET HIS NAVAIDS SET UP, SET THE FMS, AND COMPLETE THE APCH CHKLIST, I SOMEHOW FORGOT TO CALL ON 118.9. AT 5000 FT I NOTICED WE WERE JUST ABOUT ON THE RWY 13R GS SO I REQUESTED LOWER AND WE WERE TOLD AGAIN TO CALL APCH ON 118.9. WHEN I SWITCHED OVER TO 118.9, THE APCH CTLR WAS CALLING US TO SLOW TO 170 KTS AND DSND TO 4000 FT. WE ACKNOWLEDGED THIS AND ALSO CALLED THE ARPT IN SIGHT, AFTER WHICH HE ISSUED A VISUAL APCH CLRNC. TO OUR KNOWLEDGE THERE WAS NO CONFLICT. CONTRIBUTING FACTORS: 1) MY FAILURE TO INSURE FO HAD HIS NAV RADIOS SET UP DURING HIS APCH BRIEFING, AND 2) INITIAL DFW APCH CTLR GIVING MORE THAN 3 INSTRUCTIONS IN A SINGLE XMISSION WITH AN IMMEDIATE FREQ CHANGE. PREVENTION: IN THE FUTURE, INSURE WE ARE COMPLETELY SET UP FOR THE CLOSEST PROBABLE APCH EARLIER IN THE DSCNT.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.