ACR DC9 FLC; WHILE ON VECTOR TO MSP ILS RWY 30L FINAL APCH COURSE; ENCOUNTERS 2 TCASII RA'S. APCH CTL APPARENTLY FORGOT TO TURN ACFT ONTO FINAL. ADDITIONAL COCKPIT DISTR WORKLOAD CAUSED BY MISSED TRACON FREQ CHANGE. FO BELIEVES 'DUAL HEAD RADIO' CAPABILITY WOULD ENHANCE COCKPIT FUNCTIONALITY.

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WE WERE ASSIGNED A 120 DEG HDG AFTER THE FARMINGTON VOR AT 7000 FT FOR APCH TO RWY 30L AT MSP. AFTER ABOUT 6 MINS ON THAT HDG; WE NOTICED WE WERE HDG INTO THE RWY 30L FINAL (GOOD VMC ON TOP). THE CAPT CALLS BACK APCH CTL FOR A TURN. AT THE SAME TIME; WE GET A TCASII RA. I DISENGAGE THE AUTOPLT AND FOLLOW THE TCASII COMMANDS (CLB). THE CTLR GAVE US A R TURN TO 150 DEGS. THE CAPT SAID HE HAD THE TFC IN SIGHT. THE CTLR SAID 'MAINTAIN VISUAL SEPARATION' AND SWITCHES US TO THE NEXT CTLR AND MAINTAIN 7000 FT. I THEN GOT A SECOND TCASII RA; ANOTHER CLB. I FOLLOWED THE COMMAND. THE CAPT MISSED THE FREQ IN THE CONFUSION (SINGLE HEAD RADIOS). IT TOOK HIM 20 SECONDS TO GET THE CORRECT FREQ. CLR OF CONFLICT; I RETURNED TO 7000 FT. THE NEW CTLR TURNED US 20 DEGS MORE R AND THE REST OF THE APCH WAS NORMAL. THE CTLR FORGOT ABOUT US; AND THE SIT WOULD HAVE BEEN MORE SERIOUS IF IT HAD BEEN IMC OR HAD WE HAD NO TCASII. DUAL HEAD RADIOS WOULD HAVE HELPED GET THE RADIO FREQ CORRECT THE FIRST TIME. FATIGUE WAS NOT A FACTOR IN THE COCKPIT. IT WAS THE FIRST LEG OF THE DAY.