Narrative:

Captain (pilot monitoring) first officer (pilot flying) unable to contact ramp 150 miles out. We were switched to approach and checked in. Prior to descent captain gave VHF left to first officer to monitor while he attempted another contact with ramp. I selected VHF left rather than leaving the radio selection as it was. My selection of VHF left placed the captain's radio control panel on the first officer panel side. I looked down and noticed the incorrect frequency for ramp and said I would correct it. By doing this I changed the frequency of the captain's head from approach control to ramp in the active window and guard in the secondary. Captain called ramp and was unable to contact them. He stated he was back on VHF left. We were called on guard 3 minutes later and responded. We checked in with new frequency to approach control. First officer; I; selected the incorrect button on the audio control panel when instructed to monitor VHF left. I already was monitoring VHF left (microphone) and did not need to select anything. I pushed VHF left due to 12 years of muscle memory of selections on the airbus. I selected the incorrect button. 3 min later we recognized the call on guard frequency that I shifted over to VHF left. This was my first flight in the aircraft. During training many instructors stated that we use and dial up the correct frequency during each sim. We did just that. However we always used VHF left. We once used satcom which was very instructional. I do not recall ever using VHF right and going back to VHF left. A simple procedure in itself; however in a busy environment simple items like this can create larger problems. Overall the training is great. However; due to the desire to reduce training events thus cost we have implemented more information into each event than can be digested by the student. Take the existing curriculum and spread it into one additional ftd and one additional sim. Take the operations sim and place it after the line oriented flight sim. The operations sim is the overseas and trans oceanic operations. It is difficult to focus on this material prior to a check ride. If this training was placed prior to doing the actual aircraft flight much more would be gained. Efb has been referenced in training but little if any time has been put aside to train it. Too many items to properly cover in allocated time. Great instructors doing the best with the time they are allocated.

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Original NASA ASRS Text

Title: B777 First Officer reports lost comm with Approach Control due to improper comm panel selection. The B777 comm panel operates differently than the Airbus the reporter had previously flown and this was his first flight after IOE. The subject was not adequately covered during training.

Narrative: Captain (Pilot Monitoring) First Officer (Pilot Flying) Unable to contact Ramp 150 miles out. We were switched to Approach and checked in. Prior to descent Captain gave VHF L to First Officer to monitor while he attempted another contact with Ramp. I selected VHF L rather than leaving the radio selection as it was. My selection of VHF L placed the Captain's radio control panel on the First Officer panel side. I looked down and noticed the incorrect frequency for Ramp and said I would correct it. By doing this I changed the frequency of the Captain's head from Approach Control to Ramp in the active window and Guard in the secondary. Captain called Ramp and was unable to contact them. He stated he was back on VHF L. We were called on Guard 3 minutes later and responded. We checked in with new frequency to Approach control. FIRST OFFICER; I; SELECTED THE INCORRECT BUTTON ON THE AUDIO CONTROL PANEL WHEN INSTRUCTED TO MONITOR VHF L. I ALREADY WAS MONITORING VHF L (MIC) AND DID NOT NEED TO SELECT ANYTHING. I PUSHED VHF L DUE TO 12 YEARS OF MUSCLE MEMORY OF SELECTIONS ON THE Airbus. I SELECTED THE INCORRECT BUTTON. 3 MIN LATER WE RECOGNIZED THE CALL ON GUARD FREQUENCY THAT I SHIFTED OVER TO VHF L. THIS WAS MY FIRST FLIGHT IN THE AIRCRAFT. DURING TRAINING MANY INSTRUCTORS STATED THAT WE USE AND DIAL UP THE CORRECT FREQUENCY DURING EACH SIM. WE DID JUST THAT. HOWEVER WE ALWAYS USED VHF L. WE ONCE USED SATCOM WHICH WAS VERY INSTRUCTIONAL. I DO NOT RECALL EVER USING VHF R AND GOING BACK TO VHF L. A SIMPLE PROCEDURE IN ITSELF; HOWEVER IN A BUSY ENVIRONMENT SIMPLE ITEMS LIKE THIS CAN CREATE LARGER PROBLEMS. OVERALL THE TRAINING IS GREAT. HOWEVER; DUE TO THE DESIRE TO REDUCE TRAINING EVENTS THUS COST WE HAVE IMPLEMENTED MORE INFORMATION INTO EACH EVENT THAN CAN BE DIGESTED BY THE STUDENT. TAKE THE EXISTING CURRICULUM AND SPREAD IT INTO ONE ADDITIONAL FTD AND ONE ADDITIONAL SIM. TAKE THE OPERATIONS SIM AND PLACE IT AFTER THE LINE ORIENTED FLIGHT SIM. THE OPERATIONS SIM IS THE OVERSEAS AND TRANS OCEANIC OPS. IT IS DIFFICULT TO FOCUS ON THIS MATERIAL PRIOR TO A CHECK RIDE. IF THIS TRAINING WAS PLACED PRIOR TO DOING THE ACTUAL AIRCRAFT FLIGHT MUCH MORE WOULD BE GAINED. EFB HAS BEEN REFERENCED IN TRAINING BUT LITTLE IF ANY TIME HAS BEEN PUT ASIDE TO TRAIN IT. TOO MANY ITEMS TO PROPERLY COVER IN ALLOCATED TIME. GREAT INSTRUCTORS DOING THE BEST WITH THE TIME THEY ARE ALLOCATED.

Data retrieved from NASA's ASRS site as of July 2013 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.