Narrative:

When we were up with approach; we were cleared direct to the FAF; our current speed at the time was 210 on FMS speeds. The ca increased speed on manual speeds up to 250 once we were cleared direct without reason within 10 miles of the airport. We were cleared for the approach within 2 miles of the FAF; at which point the ca called for gear down in order to slow down because we were well beyond flap speeds. The aircraft was configured by 1100 AGL. Due to the demand put on me by the ca configuring last minute for the approach; I cannot remember if I contacted tower or not. I tried multiple times once we landed to get a hold of tower vacating the runway; but there was no response. I looked down one the ca started hitting his L2 key multiple times and saw that the tower frequency ended up in the standby. I proceeded to call tower and they gave us our taxi clearance with no further incident.during both legs the ca was complaining about how tired he was and talking about how he drove 4 hours the night before and 4 hours the morning of our flights. I felt during both legs that I was not being managed properly either feeling completely rushed or under used. I also believe unnecessarily doing 250 KIAS to the final approach fix put us behind the aircraft leading to task saturation resulting in errors. In addition; the ca said it was a 'slam dunk;' but I was monitoring our distance and ATC did not 'slam dunk' us. He had also turned off the autopilot over 20 miles out adding an even higher work load to the current situation.

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Original NASA ASRS Text

Title: EMB-175 flight crew reported flying a high speed approach which overloaded the crew. They subsequently landed without a clearance. A relatively new First Officer described being overwhelmed and overworked.

Narrative: When we were up with approach; we were cleared direct to the FAF; our current speed at the time was 210 on FMS speeds. The CA increased speed on manual speeds up to 250 once we were cleared direct without reason within 10 miles of the airport. We were cleared for the approach within 2 miles of the FAF; at which point the CA called for Gear Down in order to slow down because we were well beyond Flap speeds. The aircraft was configured by 1100 AGL. Due to the demand put on me by the CA configuring last minute for the approach; I cannot remember if I contacted tower or not. I tried multiple times once we landed to get a hold of tower vacating the runway; but there was no response. I looked down one the CA started hitting his L2 key multiple times and saw that the tower frequency ended up in the standby. I proceeded to call tower and they gave us our taxi clearance with no further incident.During both legs the CA was complaining about how tired he was and talking about how he drove 4 hours the night before and 4 hours the morning of our flights. I felt during both legs that I was not being managed properly either feeling completely rushed or under used. I also believe unnecessarily doing 250 KIAS to the final approach fix put us behind the aircraft leading to task saturation resulting in errors. In addition; the CA said it was a 'slam dunk;' but I was monitoring our distance and ATC did not 'slam dunk' us. He had also turned off the autopilot over 20 miles out adding an even higher work load to the current situation.

Data retrieved from NASA's ASRS site 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.