Narrative:

On jun/xa/00, our crew began a 'high speed,' which is a continuous duty overnight trip. Our trip pattern called for us to fly from msp to mason city, then on to fort dodge, ia. At that time, we are scheduled to go to the hotel for some rest. However, we are still on duty. We were scheduled to depart at XA00 back to mason city, ia, then on to msp. At this time, we were scheduled to go off duty in msp. The problem on this trip began when we arrived in ft dodge, ia. The captain and I noticed on the way to the hotel that the flight attendant began to act strangely. By the time we arrived at the hotel, the flight attendant had become disoriented, confused, and basically showed the signs of an intoxicated person. The captain and I decided the flight attendant needed to go to a hospital. The flight attendant, on the way to the hospital, passed out in the car. At the hospital, the doctors took the flight attendant and informed us that he had signs of a diabetic shock. This was indeed the case, as the flight attendant was a diabetic (neither the captain nor I were aware of the fact the flight attendant was a diabetic). By the time the flight attendant began to overcome his shock and the captain and I talked to our company, it had become quite late (approximately XB00). It was decided that the flight attendant would be ok and would be dismissed from the hospital. We all returned to the hotel, which was approximately XC30. The company decided to have the flight attendant stay at the hotel to recover and the captain and I would ferry the aircraft back to msp at the regularly scheduled time at XA00. The captain and I got to our rooms at approximately XE00-XF00 and scheduled our wake-up calls at XD00 to make our XA00 departure to msp. Obviously, we were fatigued on our XA00 departure to msp. We only had 2 - 2 1/2 hours sleep. The flight to msp was uneventful. The problem arose on our arrival to msp. We were cleared for a visual approach for runway 30R. We were informed by the approach controller to contact the control tower on a 5 mi final. We were cleared for the visual approach on approximately a 10 mi left base to final. At the 5 mi point where we should have contacted the tower for clearance to land, we neglected this normal procedure unknowingly. There were no aircraft waiting to depart on our landing. We taxied the aircraft off the runway and while I was switching to ground control, I realized that we had not received clearance to land (we never switched to tower). The ground controller told us to taxi to the gate, giving no indication to call the tower for the fact that we landed without a clearance. As the first officer on this flight, I felt it necessary to send in this form for this reason -- of not being cleared to land and, basically, because we forgot to contact the tower. I believe that the captain and I forgot because we were quite fatigued, and by the fact we had some time to forget from when we were cleared for the visual and told to contact the tower on a 10 mi final and when we were on a 5 mi final. I attribute fatigue to the reason why we didn't perform a normal procedure in obtaining clearance to land.

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Original NASA ASRS Text

Title: PLT RPT, SF340, FOD-MSP. 1 CONTINUOUS DUTY PERIOD. CABIN ATTENDANT HAD DIABETIC SHOCK, CREW TOOK HIM TO HOSPITAL AT NIGHT, CREATING CREW FATIGUE, RESULT: PLT FORGOT TO CONTACT MSP TWR AT 5 NM FOR FINAL.

Narrative: ON JUN/XA/00, OUR CREW BEGAN A 'HIGH SPD,' WHICH IS A CONTINUOUS DUTY OVERNIGHT TRIP. OUR TRIP PATTERN CALLED FOR US TO FLY FROM MSP TO MASON CITY, THEN ON TO FORT DODGE, IA. AT THAT TIME, WE ARE SCHEDULED TO GO TO THE HOTEL FOR SOME REST. HOWEVER, WE ARE STILL ON DUTY. WE WERE SCHEDULED TO DEPART AT XA00 BACK TO MASON CITY, IA, THEN ON TO MSP. AT THIS TIME, WE WERE SCHEDULED TO GO OFF DUTY IN MSP. THE PROB ON THIS TRIP BEGAN WHEN WE ARRIVED IN FT DODGE, IA. THE CAPT AND I NOTICED ON THE WAY TO THE HOTEL THAT THE FLT ATTENDANT BEGAN TO ACT STRANGELY. BY THE TIME WE ARRIVED AT THE HOTEL, THE FLT ATTENDANT HAD BECOME DISORIENTED, CONFUSED, AND BASICALLY SHOWED THE SIGNS OF AN INTOXICATED PERSON. THE CAPT AND I DECIDED THE FLT ATTENDANT NEEDED TO GO TO A HOSPITAL. THE FLT ATTENDANT, ON THE WAY TO THE HOSPITAL, PASSED OUT IN THE CAR. AT THE HOSPITAL, THE DOCTORS TOOK THE FLT ATTENDANT AND INFORMED US THAT HE HAD SIGNS OF A DIABETIC SHOCK. THIS WAS INDEED THE CASE, AS THE FLT ATTENDANT WAS A DIABETIC (NEITHER THE CAPT NOR I WERE AWARE OF THE FACT THE FLT ATTENDANT WAS A DIABETIC). BY THE TIME THE FLT ATTENDANT BEGAN TO OVERCOME HIS SHOCK AND THE CAPT AND I TALKED TO OUR COMPANY, IT HAD BECOME QUITE LATE (APPROX XB00). IT WAS DECIDED THAT THE FLT ATTENDANT WOULD BE OK AND WOULD BE DISMISSED FROM THE HOSPITAL. WE ALL RETURNED TO THE HOTEL, WHICH WAS APPROX XC30. THE COMPANY DECIDED TO HAVE THE FLT ATTENDANT STAY AT THE HOTEL TO RECOVER AND THE CAPT AND I WOULD FERRY THE ACFT BACK TO MSP AT THE REGULARLY SCHEDULED TIME AT XA00. THE CAPT AND I GOT TO OUR ROOMS AT APPROX XE00-XF00 AND SCHEDULED OUR WAKE-UP CALLS AT XD00 TO MAKE OUR XA00 DEP TO MSP. OBVIOUSLY, WE WERE FATIGUED ON OUR XA00 DEP TO MSP. WE ONLY HAD 2 - 2 1/2 HRS SLEEP. THE FLT TO MSP WAS UNEVENTFUL. THE PROB AROSE ON OUR ARR TO MSP. WE WERE CLRED FOR A VISUAL APCH FOR RWY 30R. WE WERE INFORMED BY THE APCH CTLR TO CONTACT THE CTL TWR ON A 5 MI FINAL. WE WERE CLRED FOR THE VISUAL APCH ON APPROX A 10 MI L BASE TO FINAL. AT THE 5 MI POINT WHERE WE SHOULD HAVE CONTACTED THE TWR FOR CLRNC TO LAND, WE NEGLECTED THIS NORMAL PROC UNKNOWINGLY. THERE WERE NO ACFT WAITING TO DEPART ON OUR LNDG. WE TAXIED THE ACFT OFF THE RWY AND WHILE I WAS SWITCHING TO GND CTL, I REALIZED THAT WE HAD NOT RECEIVED CLRNC TO LAND (WE NEVER SWITCHED TO TWR). THE GND CTLR TOLD US TO TAXI TO THE GATE, GIVING NO INDICATION TO CALL THE TWR FOR THE FACT THAT WE LANDED WITHOUT A CLRNC. AS THE FO ON THIS FLT, I FELT IT NECESSARY TO SEND IN THIS FORM FOR THIS REASON -- OF NOT BEING CLRED TO LAND AND, BASICALLY, BECAUSE WE FORGOT TO CONTACT THE TWR. I BELIEVE THAT THE CAPT AND I FORGOT BECAUSE WE WERE QUITE FATIGUED, AND BY THE FACT WE HAD SOME TIME TO FORGET FROM WHEN WE WERE CLRED FOR THE VISUAL AND TOLD TO CONTACT THE TWR ON A 10 MI FINAL AND WHEN WE WERE ON A 5 MI FINAL. I ATTRIBUTE FATIGUE TO THE REASON WHY WE DIDN'T PERFORM A NORMAL PROC IN OBTAINING CLRNC TO LAND.

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.