B757 FLT CREW LWOC AT SDF.

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APCHING SDF FROM DARBY INTXN VIA RADAR VECTORS. GIVEN: MAINTAIN 3500 FT UNTIL ESTABLISHED; MAINTAIN 190 KTS UNTIL PARCEL; CLRED ILS RWY 35R APCH. I WAS PLT MONITORING; PAIRED WITH AN FO FOR THE FIRST TIME (FIRST LEG EVER FLOWN TOGETHER). I THOUGHT IT MIGHT BE TOUGH TO MAINTAIN 190 KTS TO PARCEL AND MEET STABILIZED SPD BY 100 FT AGL; BUT THE FO WAS DOING VERY WELL UP TO THAT POINT; SO I DIDN'T REFUSE THE SPD INSTRUCTION PART OF THE CLRNC. WE WERE EVEN ABOVE FL190; ABOUT 200-210 KTS AT PARCEL WITH FLAPS 5 DEGS. I RECEIVED INSTRUCTIONS TO CONTACT THE TWR; SET WHAT I THOUGHT WAS TWR FREQ (124.2); BUT HAD ACTUALLY SET (FOUND ON THE GND) 124.125. I RPTED 1 MI OUT OF PARCEL FOR RWY 35R ON THE WRONG FREQ; THEN GOT DISTR HELPING THE FO GET THE ACFT CONFIGURED AND SLOWED UP FOR THE LNDG. I REMEMBER THINKING HOW EMBARRASSING IT WOULD BE FOR HIM IF I HAD TO TELL HIM TO GO AROUND; OR TAKE CTL OF THE ACFT AS WE HAD 4 JUMPSEATERS; ALL CURRENT ON OUR ACFT TYPE. I LET HIM CONTINUE AND WE WERE CONFIGURED; ON GLIDE PATH IN VISUAL CONDITIONS PASSING THROUGH 1000 FT AGL; BUT WE WERE ABOUT 20 KIAS FAST. SPD WAS STEADILY DECREASING; AND I FELT VERY CERTAIN WE WOULD SHORTLY BE 'ON SPD.' TARGET SPD WAS REACHED BEFORE 500 FT AGL. WE LANDED AND TURNED OFF THE RWY AND I THOUGHT IT STRANGE WE DIDN'T RECEIVE INSTRUCTIONS TO CONTACT GND. WE STOPPED AND THE FO DIALED IN THE GND FREQ AND WE RECEIVED CLRNC TO TAXI TO OUR RAMP. THE GND CTLR THEN ASKED IF WE HAD HEARD ANY OF THE TWR CTLR'S XMISSION CLRING US TO LAND. I RESPONDED; 'YES AND BELIEVE I REPLIED.' WE THEN NOTICED THE OTHER FREQ SET IN COM #1 WAS 124.125; NOT THE CORRECT 124.2. EVIDENTLY; WE WERE CLRED TO LAND; BUT WE NEVER HEARD OR ACKNOWLEDGED IT. I WAS TOO DISTR BY THE RUSH TO GET STABILIZED FOR THE LNDG; AND PROBABLY THOUGHT I HEARD CLRED TO LAND RIGHT AFTER I THOUGHT I HAD XMITTED TO THE TWR. SUPPLEMENTAL INFO FROM ACN 701285: I DON'T BELIEVE THIS WOULD HAVE HAPPENED IF THE CAPT AND I HAD BEEN RESTED. ANOTHER FACTOR WAS THAT OUR ATTN WAS DIVERTED AT A CRITICAL PHASE OF FLT. WE HAD BEEN ASKED TO KEEP OUR SPD UP; AND THEN AFTER USING VERT SPD TO CAPTURE THE GS THE PLANE WAS DIFFICULT TO SLOW PRIOR TO THE 1000 FT AGL 'ESTABLISHED APCH' LIMIT; WE FOCUSED ON OUR DECELERATION.