Narrative:

I was flying from rit to mci at FL350. The captain went off frequency to talk to company. I was then the PF, and the sole pilot listening to ATC. I was told by ATC to descend to FL270, reduce to 180 KTS, fly a heading of 90 degrees off course for traffic, and switch frequency to a new controller. I complied with all the above, except contacting the new controller. I dialed in the new frequency, and as I was about to switch over, I noticed a target on the TCASII. After analyzing the TCASII, I found the target in question also started a descent and would not be a factor. At this time, a flight attendant entered the cockpit, and the captain briefed me on the kansas city WX and company information. These 3 distrs contributed to my forgetting to switch controller frequencys. After flying 30 mi off course, the captain asked ATC when we could expect a turn back on course. The controller informed us that we had been told to switch to the other controller 25 mi back. The new controller was not very happy when we checked in. There was no conflict, however, it caused the new controller more workload. I have always been trained to aviate, navigation, then communicate. Fortunately, I complied with the first two, and only forgot the last. This shows how distrs in the cockpit can be a problem. It shows how important crew coordination and communication is. Also, when you don't hear from ATC in a while, speak up, instead of wondering why they are not turning you back on course. Situational awareness is very important. If something does not seem right, it probably isn't.

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Original NASA ASRS Text

Title: B737-200 FO BECOMES DISTR WITH COCKPIT INTERRUPTIONS AND FORGETS TO CHANGE FREQ. CAPT QUESTIONING ATC BRINGS HOME THE POINT OF MISSED FREQ CHANGE.

Narrative: I WAS FLYING FROM RIT TO MCI AT FL350. THE CAPT WENT OFF FREQ TO TALK TO COMPANY. I WAS THEN THE PF, AND THE SOLE PLT LISTENING TO ATC. I WAS TOLD BY ATC TO DSND TO FL270, REDUCE TO 180 KTS, FLY A HDG OF 90 DEGS OFF COURSE FOR TFC, AND SWITCH FREQ TO A NEW CTLR. I COMPLIED WITH ALL THE ABOVE, EXCEPT CONTACTING THE NEW CTLR. I DIALED IN THE NEW FREQ, AND AS I WAS ABOUT TO SWITCH OVER, I NOTICED A TARGET ON THE TCASII. AFTER ANALYZING THE TCASII, I FOUND THE TARGET IN QUESTION ALSO STARTED A DSCNT AND WOULD NOT BE A FACTOR. AT THIS TIME, A FLT ATTENDANT ENTERED THE COCKPIT, AND THE CAPT BRIEFED ME ON THE KANSAS CITY WX AND COMPANY INFO. THESE 3 DISTRS CONTRIBUTED TO MY FORGETTING TO SWITCH CTLR FREQS. AFTER FLYING 30 MI OFF COURSE, THE CAPT ASKED ATC WHEN WE COULD EXPECT A TURN BACK ON COURSE. THE CTLR INFORMED US THAT WE HAD BEEN TOLD TO SWITCH TO THE OTHER CTLR 25 MI BACK. THE NEW CTLR WAS NOT VERY HAPPY WHEN WE CHKED IN. THERE WAS NO CONFLICT, HOWEVER, IT CAUSED THE NEW CTLR MORE WORKLOAD. I HAVE ALWAYS BEEN TRAINED TO AVIATE, NAV, THEN COMMUNICATE. FORTUNATELY, I COMPLIED WITH THE FIRST TWO, AND ONLY FORGOT THE LAST. THIS SHOWS HOW DISTRS IN THE COCKPIT CAN BE A PROB. IT SHOWS HOW IMPORTANT CREW COORD AND COM IS. ALSO, WHEN YOU DON'T HEAR FROM ATC IN A WHILE, SPEAK UP, INSTEAD OF WONDERING WHY THEY ARE NOT TURNING YOU BACK ON COURSE. SITUATIONAL AWARENESS IS VERY IMPORTANT. IF SOMETHING DOES NOT SEEM RIGHT, IT PROBABLY ISN'T.

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.