Narrative:

We were given a turn toward the airport and were asked if we had an large transport at our 10 O'clock and high, which was lining up for 26L. We told approach that we did, at which time we were given a visibility approach clearance to 26R, also maintain airspeed of 170 KTS to altur and contact tower at altur. I had dialed tower frequency in at that point, but remained on approach, as we had not yet passed altur. We made a remark that the large transport was higher than normal at this phase of the approach. The large transport then started configuring and starting a high rate of descent to get back on G/south. All along, we were flying at his 4 O'clock and about 1/2 mi sep. Once the large transport was below us and no longer considered a factor, we finished our checklist for landing. We then saw that tower was crossing traffic across 26R. We waited to see if one other aircraft was going to cross. He stopped and held short of 26R. At this point, I started making my altitude and airspeed readouts. The runway was clear and we proceeded to land. At the end of the landing roll, I started my after landing checklist and started to dial in the ground frequency, when I noticed I didn't switch to tower. I told the captain, I switched to ground frequency, at which time we were promptly told to continue taxi away from the runway. We were told to give tower a call once parked at the gate. They remarked that they gave us clearance to land, and because we were not familiar with the standard practice of continuing taxiing once off the runway, they wanted to explain why it was important. It is my practice of using a slot on my checklist to verify landing clearance. Because of the commotion going on, I thought I had received clearance and cleared the board. I know what I did was serious, that I cannot let events overwhelm me to forget the basics. Luckily, even though operations were disrupted slightly, no one was hurt. A humbling experience, one that I'll never forget.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACR ACFT LANDS WITHOUT CLRNC.

Narrative: WE WERE GIVEN A TURN TOWARD THE ARPT AND WERE ASKED IF WE HAD AN LGT AT OUR 10 O'CLOCK AND HIGH, WHICH WAS LINING UP FOR 26L. WE TOLD APCH THAT WE DID, AT WHICH TIME WE WERE GIVEN A VIS APCH CLRNC TO 26R, ALSO MAINTAIN AIRSPD OF 170 KTS TO ALTUR AND CONTACT TWR AT ALTUR. I HAD DIALED TWR FREQ IN AT THAT POINT, BUT REMAINED ON APCH, AS WE HAD NOT YET PASSED ALTUR. WE MADE A REMARK THAT THE LGT WAS HIGHER THAN NORMAL AT THIS PHASE OF THE APCH. THE LGT THEN STARTED CONFIGURING AND STARTING A HIGH RATE OF DSCNT TO GET BACK ON G/S. ALL ALONG, WE WERE FLYING AT HIS 4 O'CLOCK AND ABOUT 1/2 MI SEP. ONCE THE LGT WAS BELOW US AND NO LONGER CONSIDERED A FACTOR, WE FINISHED OUR CHKLIST FOR LNDG. WE THEN SAW THAT TWR WAS XING TFC ACROSS 26R. WE WAITED TO SEE IF ONE OTHER ACFT WAS GOING TO CROSS. HE STOPPED AND HELD SHORT OF 26R. AT THIS POINT, I STARTED MAKING MY ALT AND AIRSPD READOUTS. THE RWY WAS CLR AND WE PROCEEDED TO LAND. AT THE END OF THE LNDG ROLL, I STARTED MY AFTER LNDG CHKLIST AND STARTED TO DIAL IN THE GND FREQ, WHEN I NOTICED I DIDN'T SWITCH TO TWR. I TOLD THE CAPT, I SWITCHED TO GND FREQ, AT WHICH TIME WE WERE PROMPTLY TOLD TO CONTINUE TAXI AWAY FROM THE RWY. WE WERE TOLD TO GIVE TWR A CALL ONCE PARKED AT THE GATE. THEY REMARKED THAT THEY GAVE US CLRNC TO LAND, AND BECAUSE WE WERE NOT FAMILIAR WITH THE STANDARD PRACTICE OF CONTINUING TAXIING ONCE OFF THE RWY, THEY WANTED TO EXPLAIN WHY IT WAS IMPORTANT. IT IS MY PRACTICE OF USING A SLOT ON MY CHKLIST TO VERIFY LNDG CLRNC. BECAUSE OF THE COMMOTION GOING ON, I THOUGHT I HAD RECEIVED CLRNC AND CLRED THE BOARD. I KNOW WHAT I DID WAS SERIOUS, THAT I CANNOT LET EVENTS OVERWHELM ME TO FORGET THE BASICS. LUCKILY, EVEN THOUGH OPS WERE DISRUPTED SLIGHTLY, NO ONE WAS HURT. A HUMBLING EXPERIENCE, ONE THAT I'LL NEVER FORGET.

Data retrieved from NASA's ASRS site as of August 2007 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.