Narrative:

While in a 1;500 FPM descent to 8;000 ft; I was allowed to be distracted by my first officer who had inadvertently changed the radio frequency from approach to tower frequency. We were out of contact with approach for roughly 2 minutes when the error was discovered. Our clearance limit was for going direct to the airport and to advise when it was in sight. The first officer was having headphone problems earlier on the flight and believed that approach couldn't hear his transmissions. When I tried; I was unable to receive any reply so we returned to the earlier approach frequency and corrected the radio frequency. Meanwhile I had continued the descent to just above 7;000 ft when I realized that we were still descending. I immediately added power and started a climb even though the terrain radar showed there was no conflict. The approach controller said that he had been trying to contact us for 15 miles. We advised of the radio problems and that we also had the airport in sight. The controller cleared us to advisory frequency (the tower was closed) and we canceled our IFR. The lear 35 is not equipped with an altitude capture feature and only gives one warning chime at a 200 ft altitude deviation. Returning to our home base; it is easy to get complacent with the visual procedures and on late flights with log duty times. In the future; while flying with new hire first officers; I will be more vigilant for double checking their actions while also maintaining focus on my primary duty.

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Original NASA ASRS Text

Title: A LR35 First Officer inadvertently changed frequency causing lost communications with the TRACON for about two minutes. In the mean time; the distracted Captain overshot his altitude while descending.

Narrative: While in a 1;500 FPM descent to 8;000 FT; I was allowed to be distracted by my First Officer who had inadvertently changed the radio frequency from Approach to Tower frequency. We were out of contact with Approach for roughly 2 minutes when the error was discovered. Our clearance limit was for going direct to the airport and to advise when it was in sight. The First Officer was having headphone problems earlier on the flight and believed that Approach couldn't hear his transmissions. When I tried; I was unable to receive any reply so we returned to the earlier Approach frequency and corrected the radio frequency. Meanwhile I had continued the descent to just above 7;000 FT when I realized that we were still descending. I immediately added power and started a climb even though the terrain radar showed there was no conflict. The Approach Controller said that he had been trying to contact us for 15 miles. We advised of the radio problems and that we also had the airport in sight. The Controller cleared us to advisory frequency (the Tower was closed) and we canceled our IFR. The Lear 35 is not equipped with an altitude capture feature and only gives one warning chime at a 200 FT altitude deviation. Returning to our home base; it is easy to get complacent with the visual procedures and on late flights with log duty times. In the future; while flying with new hire first officers; I will be more vigilant for double checking their actions while also maintaining focus on my primary duty.

Data retrieved from NASA's ASRS site as of April 2012 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.