Narrative:

I was the PF in left seat. PNF was in right seat. Company designation PNF was PIC and PF was sick, although I'm not sure how important that is. Also there was a guest passenger in jump seat but sterile cockpit below 10000 ft was being observed. We had flown the BIGSUR1 arrival to the tiptoe visual for runway 28L. We were given MD80 traffic to follow and parallel, the MD80 going runway 28R and about a mi ahead. PNF acknowledged MD80 in sight and was told to maintain 180 KTS to brijj. Just inside brijj while confign for landing (slowing for gear then full flaps) we ran through some light to moderate wake turbulence from preceding aircraft. I continued to a normal landing. Just at the end of the rollout I heard the PNF acknowledge a call to change to another frequency and on contacting that frequency was asked if we were just changed to that frequency. After he (PNF) answered yes, we were given taxi instructions across runway 28R and a change to ground. After parking the PNF asked me if I had heard approach control change us to tower on final. I admitted that I didn't recall hearing such an instruction but had been focused on flying the aircraft. He told me that he had been given that change after we landed. Apparently, with the high level of activity on final, we had not heard the frequency change instruction if indeed there was one. Even more disconcerting is that we apparently landed without clearance to do so. Neither PF nor PNF caught this. The level of activity (confign aircraft), gust upsets, parallel traffic, etc, may have combined to cause us both to miss the call from approach, but I'd have to hear the tapes to believe it. What astounds me is we both missed the lack of a landing clearance. Hard IMC is much easier than great VMC in my book. Also, it may seem harsh but experienced captain's don't always make good coplts.

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Original NASA ASRS Text

Title: FLC OF A CPR MLG LANDED WITHOUT LNDG CLRNC.

Narrative: I WAS THE PF IN L SEAT. PNF WAS IN R SEAT. COMPANY DESIGNATION PNF WAS PIC AND PF WAS SICK, ALTHOUGH I'M NOT SURE HOW IMPORTANT THAT IS. ALSO THERE WAS A GUEST PAX IN JUMP SEAT BUT STERILE COCKPIT BELOW 10000 FT WAS BEING OBSERVED. WE HAD FLOWN THE BIGSUR1 ARR TO THE TIPTOE VISUAL FOR RWY 28L. WE WERE GIVEN MD80 TFC TO FOLLOW AND PARALLEL, THE MD80 GOING RWY 28R AND ABOUT A MI AHEAD. PNF ACKNOWLEDGED MD80 IN SIGHT AND WAS TOLD TO MAINTAIN 180 KTS TO BRIJJ. JUST INSIDE BRIJJ WHILE CONFIGN FOR LNDG (SLOWING FOR GEAR THEN FULL FLAPS) WE RAN THROUGH SOME LIGHT TO MODERATE WAKE TURB FROM PRECEDING ACFT. I CONTINUED TO A NORMAL LNDG. JUST AT THE END OF THE ROLLOUT I HEARD THE PNF ACKNOWLEDGE A CALL TO CHANGE TO ANOTHER FREQ AND ON CONTACTING THAT FREQ WAS ASKED IF WE WERE JUST CHANGED TO THAT FREQ. AFTER HE (PNF) ANSWERED YES, WE WERE GIVEN TAXI INSTRUCTIONS ACROSS RWY 28R AND A CHANGE TO GND. AFTER PARKING THE PNF ASKED ME IF I HAD HEARD APCH CTL CHANGE US TO TWR ON FINAL. I ADMITTED THAT I DIDN'T RECALL HEARING SUCH AN INSTRUCTION BUT HAD BEEN FOCUSED ON FLYING THE ACFT. HE TOLD ME THAT HE HAD BEEN GIVEN THAT CHANGE AFTER WE LANDED. APPARENTLY, WITH THE HIGH LEVEL OF ACTIVITY ON FINAL, WE HAD NOT HEARD THE FREQ CHANGE INSTRUCTION IF INDEED THERE WAS ONE. EVEN MORE DISCONCERTING IS THAT WE APPARENTLY LANDED WITHOUT CLRNC TO DO SO. NEITHER PF NOR PNF CAUGHT THIS. THE LEVEL OF ACTIVITY (CONFIGN ACFT), GUST UPSETS, PARALLEL TFC, ETC, MAY HAVE COMBINED TO CAUSE US BOTH TO MISS THE CALL FROM APCH, BUT I'D HAVE TO HEAR THE TAPES TO BELIEVE IT. WHAT ASTOUNDS ME IS WE BOTH MISSED THE LACK OF A LNDG CLRNC. HARD IMC IS MUCH EASIER THAN GREAT VMC IN MY BOOK. ALSO, IT MAY SEEM HARSH BUT EXPERIENCED CAPT'S DON'T ALWAYS MAKE GOOD COPLTS.

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.