Narrative:

We departed islip airport on an IFR flight plan. The aircraft we were in was a cpr jet medium large transport. My copilot was at the controls flying and I was functioning as copilot (PNF). Our communications were with new york approach, and we were cleared to 4000 ft, until approaching 20 east of la guardia, when we were handoff to the final approach control. La guardia was landing on runway 31, using the expressway visual approach. The final controller vectored us for a right hand base entry for runway 31. All the other traffic inbound was on the expressway visual approach. From the direction we were coming from, the east, it appeared they just slotted us into their flow of traffic. We were given a descent clearance to 2000 ft, at which point we completed our approach check. And my copilot was configuring the aircraft into a landing position when turned over to the final approach controller, who put us on the right base for runway 31, he idented our traffic, which we confirmed we had, and at that point he cleared us for a visual approach to runway 31. My copilot, who was flying, called for flaps 20, followed by a gear down landing check. The final approach control gave us a frequency change to the tower, in which I put the appropriate frequency in. At that moment I noticed the right main gear down and lock light was not illuminated. But I had no unsafe landing gear warning which is a secondary light in the handle itself. I suspected the problem to be a faulty light. I pursued to verify and discovered that it was. I changed the bulb and the light worked. At this point we were on a 1/2 mi final and the copilot called for full flaps, which I gave him and completed landing check. Assuming that we were cleared to land, we proceeded a normal landing on runway 31. At which time we heard the tower call '12XY can you hold short of the intersection?' our call sign is 13XY, and we do have a sister ship 12XY. At that point I realized that they had cleared an air carrier large transport for takeoff on runway 4. I did not respond to the call sign 12XY, and I heard them ask the large transport captain if he could abort his takeoff. He replied he couldn't. At that point I realized the tower was talking to us and we stopped short of the intersection runway without any incident. The tower told us to expedite off the runway because there was traffic behind us. We cleared the runway and the aircraft behind us landed safely. When we had taxied in, tower told us to contact them on the phone. When I called him, he told me they had no knowledge of us landing and was not told by approach of our arrival. The tower operator told me we had no landing clearance. But because the air carrier large transport was pushing the issue of the request to cancel takeoff, tower told me that they had to write this situation up. Looking at this entire situation as an experienced corporate pilot with over 10000 hours of flight time, I see several problems. 1) the landing gear indicator caused myself to become distracted, when given that frequency change by final approach. My copilot was flying, assumed we were cleared to land, when the controller gave us our traffic, and cleared us for the approach, which was not the case. 2) the coordination between the final approach controller and the tower was non existent. Maybe because of the tremendous number of aircraft they were working and also taking off and landing on crossing runways. 3) the call sign that tower used was not our number but our sister ship, which could have been at la guardia also.

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Original NASA ASRS Text

Title: UNAUTHORIZED UNCOORD LNDG.

Narrative: WE DEPARTED ISLIP ARPT ON AN IFR FLT PLAN. THE ACFT WE WERE IN WAS A CPR JET MLG. MY COPLT WAS AT THE CTLS FLYING AND I WAS FUNCTIONING AS COPLT (PNF). OUR COMS WERE WITH NEW YORK APCH, AND WE WERE CLRED TO 4000 FT, UNTIL APCHING 20 E OF LA GUARDIA, WHEN WE WERE HDOF TO THE FINAL APCH CTL. LA GUARDIA WAS LNDG ON RWY 31, USING THE EXPRESSWAY VISUAL APCH. THE FINAL CTLR VECTORED US FOR A R HAND BASE ENTRY FOR RWY 31. ALL THE OTHER TFC INBOUND WAS ON THE EXPRESSWAY VISUAL APCH. FROM THE DIRECTION WE WERE COMING FROM, THE E, IT APPEARED THEY JUST SLOTTED US INTO THEIR FLOW OF TFC. WE WERE GIVEN A DSCNT CLRNC TO 2000 FT, AT WHICH POINT WE COMPLETED OUR APCH CHK. AND MY COPLT WAS CONFIGURING THE ACFT INTO A LNDG POS WHEN TURNED OVER TO THE FINAL APCH CTLR, WHO PUT US ON THE R BASE FOR RWY 31, HE IDENTED OUR TFC, WHICH WE CONFIRMED WE HAD, AND AT THAT POINT HE CLRED US FOR A VISUAL APCH TO RWY 31. MY COPLT, WHO WAS FLYING, CALLED FOR FLAPS 20, FOLLOWED BY A GEAR DOWN LNDG CHK. THE FINAL APCH CTL GAVE US A FREQ CHANGE TO THE TWR, IN WHICH I PUT THE APPROPRIATE FREQ IN. AT THAT MOMENT I NOTICED THE R MAIN GEAR DOWN AND LOCK LIGHT WAS NOT ILLUMINATED. BUT I HAD NO UNSAFE LNDG GEAR WARNING WHICH IS A SECONDARY LIGHT IN THE HANDLE ITSELF. I SUSPECTED THE PROBLEM TO BE A FAULTY LIGHT. I PURSUED TO VERIFY AND DISCOVERED THAT IT WAS. I CHANGED THE BULB AND THE LIGHT WORKED. AT THIS POINT WE WERE ON A 1/2 MI FINAL AND THE COPLT CALLED FOR FULL FLAPS, WHICH I GAVE HIM AND COMPLETED LNDG CHK. ASSUMING THAT WE WERE CLRED TO LAND, WE PROCEEDED A NORMAL LNDG ON RWY 31. AT WHICH TIME WE HEARD THE TWR CALL '12XY CAN YOU HOLD SHORT OF THE INTXN?' OUR CALL SIGN IS 13XY, AND WE DO HAVE A SISTER SHIP 12XY. AT THAT POINT I REALIZED THAT THEY HAD CLRED AN ACR LGT FOR TKOF ON RWY 4. I DID NOT RESPOND TO THE CALL SIGN 12XY, AND I HEARD THEM ASK THE LGT CAPT IF HE COULD ABORT HIS TKOF. HE REPLIED HE COULDN'T. AT THAT POINT I REALIZED THE TWR WAS TALKING TO US AND WE STOPPED SHORT OF THE INTXN RWY WITHOUT ANY INCIDENT. THE TWR TOLD US TO EXPEDITE OFF THE RWY BECAUSE THERE WAS TFC BEHIND US. WE CLRED THE RWY AND THE ACFT BEHIND US LANDED SAFELY. WHEN WE HAD TAXIED IN, TWR TOLD US TO CONTACT THEM ON THE PHONE. WHEN I CALLED HIM, HE TOLD ME THEY HAD NO KNOWLEDGE OF US LNDG AND WAS NOT TOLD BY APCH OF OUR ARR. THE TWR OPERATOR TOLD ME WE HAD NO LNDG CLRNC. BUT BECAUSE THE ACR LGT WAS PUSHING THE ISSUE OF THE REQUEST TO CANCEL TKOF, TWR TOLD ME THAT THEY HAD TO WRITE THIS SITUATION UP. LOOKING AT THIS ENTIRE SITUATION AS AN EXPERIENCED CORPORATE PLT WITH OVER 10000 HRS OF FLT TIME, I SEE SEVERAL PROBLEMS. 1) THE LNDG GEAR INDICATOR CAUSED MYSELF TO BECOME DISTRACTED, WHEN GIVEN THAT FREQ CHANGE BY FINAL APCH. MY COPLT WAS FLYING, ASSUMED WE WERE CLRED TO LAND, WHEN THE CTLR GAVE US OUR TFC, AND CLRED US FOR THE APCH, WHICH WAS NOT THE CASE. 2) THE COORD BTWN THE FINAL APCH CTLR AND THE TWR WAS NON EXISTENT. MAYBE BECAUSE OF THE TREMENDOUS NUMBER OF ACFT THEY WERE WORKING AND ALSO TAKING OFF AND LNDG ON XING RWYS. 3) THE CALL SIGN THAT TWR USED WAS NOT OUR NUMBER BUT OUR SISTER SHIP, WHICH COULD HAVE BEEN AT LA GUARDIA ALSO.

Data retrieved from NASA's ASRS site as of July 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.