Narrative:

We were flying a visual approach, r-hand traffic, to runway 24R, with instructions to contact tower turning final. Just as we were turning final, we got a TCASII TA with a target on the screen directly below us and 1000 ft lower. I continued to fly and configure the airplane for landing, while the captain busied himself with traffic resolution and completing the landing checklists. Company procedure is for the PNF to call '1000 ft AGL,' after which the PF verifies 'runway in sight, cleared to land.' due to our being busy with other tasks at 1000 ft, the 1000 ft call came a little late (closer to 700 ft), at which time I was a little high and a little fast as a result of shallowing the descent at the time of the TA. Preoccupied with getting the airplane on profile and on speed prior to 500 ft, my reply to the 1000 ft call was 'runway 24R in sight, cleared to land.' this reply was made by rote, without my pausing to question whether I had actually heard a landing clearance. The landing was uneventful, without landing clearance. This incident could have been prevented by my strict adherence to the intent of the 1000 ft call, which is to verify in the minds of both pilots that they are indeed cleared to land. Contributing factor was the practice of lax tower allowing rotorcraft traffic along the freeway beneath the approach corridor at altitudes which cause TCASII advisories in the final phase of the approach segment, and without notification to approaching aircraft. Supplemental information from acn 266129: the first indication I had landed without landing clearance was when I announced 'air carrier clear of runway 24R holding short 24L.' I was directed to contact tower. Upon arriving at gate, I called lax tower to discuss the incident.

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Original NASA ASRS Text

Title: AN ACR MLG LANDED WITHOUT CLRNC.

Narrative: WE WERE FLYING A VISUAL APCH, R-HAND TFC, TO RWY 24R, WITH INSTRUCTIONS TO CONTACT TWR TURNING FINAL. JUST AS WE WERE TURNING FINAL, WE GOT A TCASII TA WITH A TARGET ON THE SCREEN DIRECTLY BELOW US AND 1000 FT LOWER. I CONTINUED TO FLY AND CONFIGURE THE AIRPLANE FOR LNDG, WHILE THE CAPT BUSIED HIMSELF WITH TFC RESOLUTION AND COMPLETING THE LNDG CHKLISTS. COMPANY PROC IS FOR THE PNF TO CALL '1000 FT AGL,' AFTER WHICH THE PF VERIFIES 'RWY IN SIGHT, CLRED TO LAND.' DUE TO OUR BEING BUSY WITH OTHER TASKS AT 1000 FT, THE 1000 FT CALL CAME A LITTLE LATE (CLOSER TO 700 FT), AT WHICH TIME I WAS A LITTLE HIGH AND A LITTLE FAST AS A RESULT OF SHALLOWING THE DSCNT AT THE TIME OF THE TA. PREOCCUPIED WITH GETTING THE AIRPLANE ON PROFILE AND ON SPD PRIOR TO 500 FT, MY REPLY TO THE 1000 FT CALL WAS 'RWY 24R IN SIGHT, CLRED TO LAND.' THIS REPLY WAS MADE BY ROTE, WITHOUT MY PAUSING TO QUESTION WHETHER I HAD ACTUALLY HEARD A LNDG CLRNC. THE LNDG WAS UNEVENTFUL, WITHOUT LNDG CLRNC. THIS INCIDENT COULD HAVE BEEN PREVENTED BY MY STRICT ADHERENCE TO THE INTENT OF THE 1000 FT CALL, WHICH IS TO VERIFY IN THE MINDS OF BOTH PLTS THAT THEY ARE INDEED CLRED TO LAND. CONTRIBUTING FACTOR WAS THE PRACTICE OF LAX TWR ALLOWING ROTORCRAFT TFC ALONG THE FREEWAY BENEATH THE APCH CORRIDOR AT ALTS WHICH CAUSE TCASII ADVISORIES IN THE FINAL PHASE OF THE APCH SEGMENT, AND WITHOUT NOTIFICATION TO APCHING ACFT. SUPPLEMENTAL INFO FROM ACN 266129: THE FIRST INDICATION I HAD LANDED WITHOUT LNDG CLRNC WAS WHEN I ANNOUNCED 'ACR CLR OF RWY 24R HOLDING SHORT 24L.' I WAS DIRECTED TO CONTACT TWR. UPON ARRIVING AT GATE, I CALLED LAX TWR TO DISCUSS THE INCIDENT.

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.