Narrative:

While executing a localizer back course runway 7 approach to fort smith, we were handed off to tower. I did not call tower and landed without clearance. Contributing factors: 1) non precision approach required additional workload and monitoring. 2) a new first officer I was unfamiliar with. 3) fatigue due to an early show time and very little sleep. 4) a call to company to advise them of our arrival time which should have been done 5 mins earlier may have 'taken the place' of the call to the tower. 5) discussion during approach regarding a possible bird strike. 6) statistical odds of missing a radio call due to the fact that regional pilots perform literally thousands of takeoffs and lndgs every yr. I was told to contact tower after shutdown. I immediately acknowledged that I had made a mistake and I was responsible when we had failed to contact tower. I saw that I first realized my mistake during the landing flare and since the runway was clear, I did not interrupt the first officer who was flying. After the flight, the first officer and I discussed the problem and agreed that we both missed getting the clearance. The tower operator said he appreciated my apology and my honesty and 'not to worry about it -- it's no big deal.' callback conversation with reporter revealed the following information: the reporter flies captain on the saab 340B for a large regional air carrier. The reporter was flying with a new first officer that he had never flown with before. The fort smith tower was not upset with the reporter, it just wanted to establish that there was no problem with the aircraft. The reporter was appropriately contrite and apologized to the tower. He has heard nothing further from the FAA on this.

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Original NASA ASRS Text

Title: LANDED WITHOUT CLRNC.

Narrative: WHILE EXECUTING A LOC BACK COURSE RWY 7 APCH TO FORT SMITH, WE WERE HANDED OFF TO TWR. I DID NOT CALL TWR AND LANDED WITHOUT CLRNC. CONTRIBUTING FACTORS: 1) NON PRECISION APCH REQUIRED ADDITIONAL WORKLOAD AND MONITORING. 2) A NEW FO I WAS UNFAMILIAR WITH. 3) FATIGUE DUE TO AN EARLY SHOW TIME AND VERY LITTLE SLEEP. 4) A CALL TO COMPANY TO ADVISE THEM OF OUR ARR TIME WHICH SHOULD HAVE BEEN DONE 5 MINS EARLIER MAY HAVE 'TAKEN THE PLACE' OF THE CALL TO THE TWR. 5) DISCUSSION DURING APCH REGARDING A POSSIBLE BIRD STRIKE. 6) STATISTICAL ODDS OF MISSING A RADIO CALL DUE TO THE FACT THAT REGIONAL PLTS PERFORM LITERALLY THOUSANDS OF TKOFS AND LNDGS EVERY YR. I WAS TOLD TO CONTACT TWR AFTER SHUTDOWN. I IMMEDIATELY ACKNOWLEDGED THAT I HAD MADE A MISTAKE AND I WAS RESPONSIBLE WHEN WE HAD FAILED TO CONTACT TWR. I SAW THAT I FIRST REALIZED MY MISTAKE DURING THE LNDG FLARE AND SINCE THE RWY WAS CLR, I DID NOT INTERRUPT THE FO WHO WAS FLYING. AFTER THE FLT, THE FO AND I DISCUSSED THE PROB AND AGREED THAT WE BOTH MISSED GETTING THE CLRNC. THE TWR OPERATOR SAID HE APPRECIATED MY APOLOGY AND MY HONESTY AND 'NOT TO WORRY ABOUT IT -- IT'S NO BIG DEAL.' CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR FLIES CAPT ON THE SAAB 340B FOR A LARGE REGIONAL ACR. THE RPTR WAS FLYING WITH A NEW FO THAT HE HAD NEVER FLOWN WITH BEFORE. THE FORT SMITH TWR WAS NOT UPSET WITH THE RPTR, IT JUST WANTED TO ESTABLISH THAT THERE WAS NO PROB WITH THE ACFT. THE RPTR WAS APPROPRIATELY CONTRITE AND APOLOGIZED TO THE TWR. HE HAS HEARD NOTHING FURTHER FROM THE FAA ON THIS.

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.