Narrative:

We were doing initial operating experience instruction on a revenue flight from bji - msp. I was the PF in the left seat receiving initial operating experience instruction from the check airman in the right (who was not feeling well). We were told to expect the runway 11L ILS at msp. About 2-3 mins before approach clearance, they changed us to ILS runway 11R. I thought they were going to give us a downwind vector then base and final. Instead, the controller kept us high and fast (190 KTS) and turned us onto the localizer 2 dots above GS, and about 3 mi outside the marker. I, being brand new to the aircraft, was doing everything I could just to fly the aircraft and get on slope. I also did not want to develop an extraordinarily high descent rate at low altitude. The check airman got wrapped up in monitoring the stability of my approach (or lack thereof). Neither one of us remember being told to call tower. I am not normally based in msp, so when I saw what frequency was on the #1 radio, I wondered if it was tower. I did not question it at this point because the aircraft (and the WX) had my full attention. We finally got stabilized on about a 2 mi final. We landed and turned off the runway and noticed approach control frequency was still in the #1 radio. This was a classic 'chain of events' incident. There were many 'links' in the chain -- TRACON changed approachs on us at the last min, TRACON never handed us off to tower, me being brand new in type, high, fast unstabilized approach, low IFR WX, check airman not feeling well, me not being familiar with msp TRACON procedures (vectors, habits) and tower frequencys. I was behind the aircraft to say the least. Had I realized the chain that was developing, I could have broken off the approach and come around for another. Also, I believe 'landing clearance' should appear on any landing or final checklist -- it doesn't on ours!

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Original NASA ASRS Text

Title: COMMUTER SMT LANDS WITHOUT CLRNC.

Narrative: WE WERE DOING INITIAL OPERATING EXPERIENCE INSTRUCTION ON A REVENUE FLT FROM BJI - MSP. I WAS THE PF IN THE L SEAT RECEIVING INITIAL OPERATING EXPERIENCE INSTRUCTION FROM THE CHK AIRMAN IN THE R (WHO WAS NOT FEELING WELL). WE WERE TOLD TO EXPECT THE RWY 11L ILS AT MSP. ABOUT 2-3 MINS BEFORE APCH CLRNC, THEY CHANGED US TO ILS RWY 11R. I THOUGHT THEY WERE GOING TO GIVE US A DOWNWIND VECTOR THEN BASE AND FINAL. INSTEAD, THE CTLR KEPT US HIGH AND FAST (190 KTS) AND TURNED US ONTO THE LOC 2 DOTS ABOVE GS, AND ABOUT 3 MI OUTSIDE THE MARKER. I, BEING BRAND NEW TO THE ACFT, WAS DOING EVERYTHING I COULD JUST TO FLY THE ACFT AND GET ON SLOPE. I ALSO DID NOT WANT TO DEVELOP AN EXTRAORDINARILY HIGH DSCNT RATE AT LOW ALT. THE CHK AIRMAN GOT WRAPPED UP IN MONITORING THE STABILITY OF MY APCH (OR LACK THEREOF). NEITHER ONE OF US REMEMBER BEING TOLD TO CALL TWR. I AM NOT NORMALLY BASED IN MSP, SO WHEN I SAW WHAT FREQ WAS ON THE #1 RADIO, I WONDERED IF IT WAS TWR. I DID NOT QUESTION IT AT THIS POINT BECAUSE THE ACFT (AND THE WX) HAD MY FULL ATTN. WE FINALLY GOT STABILIZED ON ABOUT A 2 MI FINAL. WE LANDED AND TURNED OFF THE RWY AND NOTICED APCH CTL FREQ WAS STILL IN THE #1 RADIO. THIS WAS A CLASSIC 'CHAIN OF EVENTS' INCIDENT. THERE WERE MANY 'LINKS' IN THE CHAIN -- TRACON CHANGED APCHS ON US AT THE LAST MIN, TRACON NEVER HANDED US OFF TO TWR, ME BEING BRAND NEW IN TYPE, HIGH, FAST UNSTABILIZED APCH, LOW IFR WX, CHK AIRMAN NOT FEELING WELL, ME NOT BEING FAMILIAR WITH MSP TRACON PROCS (VECTORS, HABITS) AND TWR FREQS. I WAS BEHIND THE ACFT TO SAY THE LEAST. HAD I REALIZED THE CHAIN THAT WAS DEVELOPING, I COULD HAVE BROKEN OFF THE APCH AND COME AROUND FOR ANOTHER. ALSO, I BELIEVE 'LNDG CLRNC' SHOULD APPEAR ON ANY LNDG OR FINAL CHKLIST -- IT DOESN'T ON OURS!

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.