Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Situational Awareness; Training / Qualification
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Aircraft; Environment - Non Weather Related; Human Factors
This covers two flights in the same airplane.I was doing a Captain OE flight with a Check Airman for both legs.The airplane had come from the hangar to try to address an MEL. The FO's audio control panel inoperative.The procedure in the MEL was used to recover the audio channel on the affected side.However; doing this rendered the following systems inoperative.The FO's side stick Push To Talk (PTT) would not work.The ACARS would not work.We failed to write up the above items since we knew the cause was the audio switching panel issue.If we had written up the ACARS as not working; we would have seen MEL #### which has some Dispatch procedures and operational procedures on our part. One of which is to monitor company communications thru SELCAL or voice on appropriate VHF/HF frequencies.However; the FOM enroute/communications section states that flights will continuously monitor ACARS; SELCAL; and/or appropriate VHF/HF frequencies (121.5 does not transmit SELCAL). Although ACARS is the primary means of maintaining this watch domestically; foreign coverage is limited. If ACARS is inoperative or in an area without ACARS coverage; establish a SELCAL or monitor the appropriate voice frequency. The Company must be able to immediately communicate with the aircraft at all times.We both failed to do this on both legs of the day.Although I finished training on Date; my first OE trip started approximately 3 weeks later. This was my second OE trip. There have been huge time gaps in my training and I was still feeling very much in the yellow on this airplane. My inexperience with the airplane and domestic flying kept me very firmly in the yellow while flying those legs. It wasn't until I was able to decompress from those flights the next morning that it occurred to me that we didn't adhere to the above referenced FOM.Even though I am flying with a Check Airman and said Check Airman has signed for the airplane; I still need to be in command and take my time to check all of my available references. Even if this means the flight goes out late or we refuse the airplane.
Air Carrier First Officer reported not following company communication procedures and cited lack of flight time between training and actual OE flight as a contributing factor.