Date: 201907
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: Mixed
Light: Daylight
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi; Initial Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Situational Awareness; Distraction
Second reporter function: Pilot Flying; Captain
Anomaly: Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: The Captain briefed and we set up for the ILS PRM (Precision Runway Monitor) Approach. We both selected the Localizer in our active NAV radios. I don't know when he switched his frequency to the VOR after his brief. I verified I was 'tuned and identified.' Approach gave us the final turn to intercept the localizer and cleared us for the ILS PRM Approach. After the clearance; I saw that his Localizer frequency wasn't tuned correctly and I verbalized he needed to switch back to the Localizer frequency. VOR/LOC was engaged prior to him switching to the localizer frequency. While he was selecting the localizer frequency; I was verifying it was tuned and I did not notice if he had re-engaged VOR/LOC. Approach switched us to Tower. As I switched frequencies and selected the Final Monitor in VHF 2 we received a TA.I saw Company turning onto their Localizer for the left runway; then I saw we had blown through our course and verbalized he needed to correct back to the right. At the same time; Final Monitor asked if we were on frequency. I responded with an affirmative; and he cancelled our approach clearance and instructed us to descend to 3;000 feet and then said to report re-established on the Localizer. The Captain disengaged the autopilot; but was not descending. I verbalized 'descend now' and I engaged Vertical Speed at a 1;000 FPM descent to give him guidance. The Final Monitor asked; 'Do you have the runway in sight?' We did. He cleared us for the approach; and I noticed the aircraft was turning left again. The Captain didn't realize he had not re-engaged the autopilot. I told him 'you are still hand flying; turn right.' At that time; the Final Monitor queried us again. 'It looks like you are lined up for the wrong runway.' I confirmed we were correcting. He issued our landing clearance. After landing; we were cleared to taxi via the [Taxiway] loop. Upon reaching Taxiway and prior to my check-in with Ground; we heard a stuck MIC on frequency. The Captain continued to taxi while I attempted to contact Ground. I contacted Ramp to inform them of the stuck MIC on Ground frequency. The Ramp Controller cleared us in and queried 'So you didn't contact Ground?' I confirmed that we hadn't because of the stuck microphone. We taxied in and parked.


Second narrative: ATIS was advertising the use of ILS PRM (Precision Runway Monitor) for our arrival. We briefed the complete ILS PRM Approach plate and planned accordingly with transition to a visual landing. We were given a heading to intercept the localizer. VOR/LOC was selected on the MCP. I did not verify it was actually selected on the PFD (Primary Flight Display). I noticed an aircraft on final and thought it was weird we seemed too close; simultaneously we received a TCAS Alert; and my First Officer stated 'Why didn't the localizer capture?' and Tower responded with 'Approach clearance cancelled and descend to 3;000 feet.'I had already taken manual control of aircraft and was descending slightly and turning back to the final approach course. The Tower Controller asked us if we had visual with the runway. We acknowledged that we did and subsequently they cleared us to land. The reason we flew through the Localizer is because I had not transferred the Localizer frequency in my radio from the standby window to the active window. I thought I had; and then when I selected VOR/LOC I did not make a definite confirmation that it was active; I assumed it was.


Synopsis: B737-700 flight crew reported their aircraft overshot approach into a TA with parallel traffic. Also; First Officer reported a stuck MIC on Ground Control and was unable to make contact.