Narrative:

On vectors to pit, changed our runway twice on vectors into pit. Kept at 6000 ft in clouds most of the time. Then told to hold 210 KTS and given 1 turn from downwind to final. Conflicting aircraft were saab ahead of us to follow and a KC10 landing on a crossing runway 28R. Winds were gusting 16 KTS gusting 25 KTS. The KC10 was instructed to go around and did so going over top of us as we landed we did not hear the approach controller tell us to go to tower and were distracted by a combination of the many radio calls, the aircraft (saab) in front of us, and the KC10 conflicting with us on the crossing runway plus the gusting wind. We realized on short final we had not received landing clearance and after landing confirmed we had been cleared to land. Approach advised us we were instructed to change to tower, go there now. We did and they instructed us to change to ground. No further action was taken. Myself as first officer was flying and concentrated on flying and maintaining separation and airspeed, glide path and localizer. I was also distracted thinking if I have to go around it will have to be under the KC10. Other factors might have been my not flying in about 2 weeks. Supplemental information from acn 465790: I was the captain on an air carrier flight from yyz-pit. New hire first officer was flying a visual approach to runway 32. Approach turned us on a left base to follow slower traffic. Also called out traffic on base turn at 11 O'clock position, a heavy KC10 on approach to runway 28L. As we turned final, approach informed us we were 20 KTS faster than the traffic ahead. He also informed us the KC10 would land after us. Runways 32 and 28L intersect. I became very involved in monitoring the traffic ahead, the flying of the new first officer, and the KC10 who out of the right window did not appear as if we would arrive at the runway without a conflict. Checklists were complete. I then noticed the KC10 was going around. I didn't think it odd that I didn't hear the tower tell them to go around because runways 32 and 28L have different frequencys. Just as the first officer started to flare, I had doubts as to whether we were cleared to land. I keyed the microphone and asked what I thought was the tower if we were cleared, and approach said 'I told you to contact tower.' whether he did or not I don't know. But I feel it was my responsibility to assure appropriate procedures are followed, regardless of extenuating circumstances or distractions.

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Original NASA ASRS Text

Title: DC9 CREW LANDED AT PIT WITHOUT CLRNC.

Narrative: ON VECTORS TO PIT, CHANGED OUR RWY TWICE ON VECTORS INTO PIT. KEPT AT 6000 FT IN CLOUDS MOST OF THE TIME. THEN TOLD TO HOLD 210 KTS AND GIVEN 1 TURN FROM DOWNWIND TO FINAL. CONFLICTING ACFT WERE SAAB AHEAD OF US TO FOLLOW AND A KC10 LNDG ON A XING RWY 28R. WINDS WERE GUSTING 16 KTS GUSTING 25 KTS. THE KC10 WAS INSTRUCTED TO GO AROUND AND DID SO GOING OVER TOP OF US AS WE LANDED WE DID NOT HEAR THE APCH CTLR TELL US TO GO TO TWR AND WERE DISTRACTED BY A COMBINATION OF THE MANY RADIO CALLS, THE ACFT (SAAB) IN FRONT OF US, AND THE KC10 CONFLICTING WITH US ON THE XING RWY PLUS THE GUSTING WIND. WE REALIZED ON SHORT FINAL WE HAD NOT RECEIVED LNDG CLRNC AND AFTER LNDG CONFIRMED WE HAD BEEN CLRED TO LAND. APCH ADVISED US WE WERE INSTRUCTED TO CHANGE TO TWR, GO THERE NOW. WE DID AND THEY INSTRUCTED US TO CHANGE TO GND. NO FURTHER ACTION WAS TAKEN. MYSELF AS FO WAS FLYING AND CONCENTRATED ON FLYING AND MAINTAINING SEPARATION AND AIRSPD, GLIDE PATH AND LOC. I WAS ALSO DISTRACTED THINKING IF I HAVE TO GO AROUND IT WILL HAVE TO BE UNDER THE KC10. OTHER FACTORS MIGHT HAVE BEEN MY NOT FLYING IN ABOUT 2 WKS. SUPPLEMENTAL INFO FROM ACN 465790: I WAS THE CAPT ON AN ACR FLT FROM YYZ-PIT. NEW HIRE FO WAS FLYING A VISUAL APCH TO RWY 32. APCH TURNED US ON A L BASE TO FOLLOW SLOWER TFC. ALSO CALLED OUT TFC ON BASE TURN AT 11 O'CLOCK POS, A HVY KC10 ON APCH TO RWY 28L. AS WE TURNED FINAL, APCH INFORMED US WE WERE 20 KTS FASTER THAN THE TFC AHEAD. HE ALSO INFORMED US THE KC10 WOULD LAND AFTER US. RWYS 32 AND 28L INTERSECT. I BECAME VERY INVOLVED IN MONITORING THE TFC AHEAD, THE FLYING OF THE NEW FO, AND THE KC10 WHO OUT OF THE R WINDOW DID NOT APPEAR AS IF WE WOULD ARRIVE AT THE RWY WITHOUT A CONFLICT. CHKLISTS WERE COMPLETE. I THEN NOTICED THE KC10 WAS GOING AROUND. I DIDN'T THINK IT ODD THAT I DIDN'T HEAR THE TWR TELL THEM TO GO AROUND BECAUSE RWYS 32 AND 28L HAVE DIFFERENT FREQS. JUST AS THE FO STARTED TO FLARE, I HAD DOUBTS AS TO WHETHER WE WERE CLRED TO LAND. I KEYED THE MIKE AND ASKED WHAT I THOUGHT WAS THE TWR IF WE WERE CLRED, AND APCH SAID 'I TOLD YOU TO CONTACT TWR.' WHETHER HE DID OR NOT I DON'T KNOW. BUT I FEEL IT WAS MY RESPONSIBILITY TO ASSURE APPROPRIATE PROCS ARE FOLLOWED, REGARDLESS OF EXTENUATING CIRCUMSTANCES OR DISTRACTIONS.

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.