Narrative:

Under visual meteorological conditions on arrival in sfo, we were cleared for a visual approach to runway 28R in sfo. Approach control advised there was an medium large transport parallel traffic on a visual to 28L. The captain was operating the radios and replied the aircraft was in sight and overtaking us on our left side. The approach controller also told us to maintain at least 170 KTS to the 'brijj', which is about a 5 mi final to 28R. Simultaneously our TCASII unit alerted us to a traffic alert, followed by multiple traffic resolutions these included 'stop descent, and climb, climb' etc. I noticed the medium large transport slightly ahead and to the left, as well as on the TCASII display so I continued the approach and landed without incident on runway 28R. After landing we were told to hold short of runway 28L and contact tower. At this point we realized we probably had not received a clearance to land. The tower controller told us to cross 28L and contact ground control. Ground control then cleared us to our gate. In closing the captain and myself do not recall receiving instructions from approach control to contact tower. The captain had not dialed in tower frequency on the radio. This in conjunction to close proximity with another aircraft on final multiple TCASII alerts and normal and landing duties in a 2 man highly automated cockpit, would contribute to this event occurring. Approachs such as this one are often started from a very high downwind leg so pilot workload is very heavy in this type of airplane.

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Original NASA ASRS Text

Title: ACR ON VISUAL APCH WITH PARALLEL VISUAL ON L RWY, LANDS WITHOUT CLRNC. TCASII DISTR.

Narrative: UNDER VISUAL METEOROLOGICAL CONDITIONS ON ARR IN SFO, WE WERE CLRED FOR A VISUAL APCH TO RWY 28R IN SFO. APCH CTL ADVISED THERE WAS AN MLG PARALLEL TFC ON A VISUAL TO 28L. THE CAPT WAS OPERATING THE RADIOS AND REPLIED THE ACFT WAS IN SIGHT AND OVERTAKING US ON OUR L SIDE. THE APCH CTLR ALSO TOLD US TO MAINTAIN AT LEAST 170 KTS TO THE 'BRIJJ', WHICH IS ABOUT A 5 MI FINAL TO 28R. SIMULTANEOUSLY OUR TCASII UNIT ALERTED US TO A TFC ALERT, FOLLOWED BY MULTIPLE TFC RESOLUTIONS THESE INCLUDED 'STOP DSCNT, AND CLB, CLB' ETC. I NOTICED THE MLG SLIGHTLY AHEAD AND TO THE L, AS WELL AS ON THE TCASII DISPLAY SO I CONTINUED THE APCH AND LANDED WITHOUT INCIDENT ON RWY 28R. AFTER LNDG WE WERE TOLD TO HOLD SHORT OF RWY 28L AND CONTACT TWR. AT THIS POINT WE REALIZED WE PROBABLY HAD NOT RECEIVED A CLRNC TO LAND. THE TWR CTLR TOLD US TO CROSS 28L AND CONTACT GND CTL. GND CTL THEN CLRED US TO OUR GATE. IN CLOSING THE CAPT AND MYSELF DO NOT RECALL RECEIVING INSTRUCTIONS FROM APCH CTL TO CONTACT TWR. THE CAPT HAD NOT DIALED IN TWR FREQ ON THE RADIO. THIS IN CONJUNCTION TO CLOSE PROX WITH ANOTHER ACFT ON FINAL MULTIPLE TCASII ALERTS AND NORMAL AND LNDG DUTIES IN A 2 MAN HIGHLY AUTOMATED COCKPIT, WOULD CONTRIBUTE TO THIS EVENT OCCURRING. APCHS SUCH AS THIS ONE ARE OFTEN STARTED FROM A VERY HIGH DOWNWIND LEG SO PLT WORKLOAD IS VERY HVY IN THIS TYPE OF AIRPLANE.

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.