Narrative:

While on approach to mia, I was the PF. I lost situational awareness due to my little time in type, so all of my attention was devoted to flying the airplane. This was my first day with this captain who had been with the company even less time than myself. I had had difficulty understanding him due to his accent throughout the day. We were cleared for a visual approach and I heard him acknowledge the clearance. However, I was devoting too much of my concentration to flying the aircraft and didn't realize that I had not heard approach control hand us off to the tower nor had I heard the tower clear us to land. During our rollout on the runway, approach control advised us that we hadn't switched to tower. I questioned the captain if we had been cleared to land. He said yes, when we were cleared for the approach. I then asked the flight engineer. He only remembered being cleared for the approach. I still continued to doubt being cleared to land but the tower controller said nothing to make me think we were in trouble. I had flown a good stabilized approach to a good landing but had allowed myself to forget to ensure in my mind that we were cleared to land as our 1000 ft above touchdown call was made. Although the captain had over 3000 hours in type he was new to the operation and paired with a brand new first officer with little time in type. This could have been prevented if the checklist called for landing clearance verification, and company policy prevented 2 new pilots from flying together.

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Original NASA ASRS Text

Title: AN ACR FLC FLYING FREIGHT IN A B727 AT MIA LANDS WITHOUT RECEIVING LNDG CLRNC FROM TWR.

Narrative: WHILE ON APCH TO MIA, I WAS THE PF. I LOST SITUATIONAL AWARENESS DUE TO MY LITTLE TIME IN TYPE, SO ALL OF MY ATTN WAS DEVOTED TO FLYING THE AIRPLANE. THIS WAS MY FIRST DAY WITH THIS CAPT WHO HAD BEEN WITH THE COMPANY EVEN LESS TIME THAN MYSELF. I HAD HAD DIFFICULTY UNDERSTANDING HIM DUE TO HIS ACCENT THROUGHOUT THE DAY. WE WERE CLRED FOR A VISUAL APCH AND I HEARD HIM ACKNOWLEDGE THE CLRNC. HOWEVER, I WAS DEVOTING TOO MUCH OF MY CONCENTRATION TO FLYING THE ACFT AND DIDN'T REALIZE THAT I HAD NOT HEARD APCH CTL HAND US OFF TO THE TWR NOR HAD I HEARD THE TWR CLR US TO LAND. DURING OUR ROLLOUT ON THE RWY, APCH CTL ADVISED US THAT WE HADN'T SWITCHED TO TWR. I QUESTIONED THE CAPT IF WE HAD BEEN CLRED TO LAND. HE SAID YES, WHEN WE WERE CLRED FOR THE APCH. I THEN ASKED THE FE. HE ONLY REMEMBERED BEING CLRED FOR THE APCH. I STILL CONTINUED TO DOUBT BEING CLRED TO LAND BUT THE TWR CTLR SAID NOTHING TO MAKE ME THINK WE WERE IN TROUBLE. I HAD FLOWN A GOOD STABILIZED APCH TO A GOOD LNDG BUT HAD ALLOWED MYSELF TO FORGET TO ENSURE IN MY MIND THAT WE WERE CLRED TO LAND AS OUR 1000 FT ABOVE TOUCHDOWN CALL WAS MADE. ALTHOUGH THE CAPT HAD OVER 3000 HRS IN TYPE HE WAS NEW TO THE OP AND PAIRED WITH A BRAND NEW FO WITH LITTLE TIME IN TYPE. THIS COULD HAVE BEEN PREVENTED IF THE CHKLIST CALLED FOR LNDG CLRNC VERIFICATION, AND COMPANY POLICY PREVENTED 2 NEW PLTS FROM FLYING TOGETHER.

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.