Narrative:

Chicago approach vectored us in and cleared us for a visual approach to runway 4R. We were to maintain 180 KIAS to rekks intersection and contact tower. Because we were high and fast, I was busy configuring and descending the aircraft for a stabilized approach by rekks. The captain was busy configuring per my commands and assisting me with advice. We finally stabilized this short approach. My attention at this point was focused on airspeed reduction from rekks to the runway. After touchdown and rollout we were shocked to discover we had not switched to tower frequency or been cleared to land. Approach had us contact ground who subsequently cleared us to taxi to the gate. This situation arose because of our acceptance of a visual approach too high and too fast to rekks intersection. Contributing factors were several stresses caused by the events of the last week. 1) on sep/tue/01, I was on a part 121 flight to newark. When the world trade center was destroyed I was 56 mi out. We diverted into atlantic city and were grounded there for several days. I commute to work. Because of airline disruptions I knew I would not be able to go home after returning to my base, so I volunteered to take a legal 24 in 7 rest period in atlantic city. When I returned to my base sep/thu/01, I began another 4 day trip the next day, sep/fri/01. On the day of the incident sep/sun/01, I had not slept well because of concern about my future. The company is furloughing pilots and shifting bases. In addition we had flown into lga the night before and had seen the damage. This affected me. This was our 3RD leg of the day with one more to follow. I believe these stress factors contributed in some measure to distract me from monitoring the captain's conversations with ATC and affected my ability to perform as a cockpit resource to the captain.

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Original NASA ASRS Text

Title: A FEW DAYS AFTER THE TERRORIST ACTIVITY IN NEW YORK AN ACR PLT LANDS WITHOUT CLRNC IN CHICAGO. A REVIEW OF THE ON-GOING STRESS AND FATIGUE CAUSING SITS THAT LED UP TO THE INCIDENT IS INCLUDED.

Narrative: CHICAGO APCH VECTORED US IN AND CLRED US FOR A VISUAL APCH TO RWY 4R. WE WERE TO MAINTAIN 180 KIAS TO REKKS INTXN AND CONTACT TWR. BECAUSE WE WERE HIGH AND FAST, I WAS BUSY CONFIGURING AND DSNDING THE ACFT FOR A STABILIZED APCH BY REKKS. THE CAPT WAS BUSY CONFIGURING PER MY COMMANDS AND ASSISTING ME WITH ADVICE. WE FINALLY STABILIZED THIS SHORT APCH. MY ATTN AT THIS POINT WAS FOCUSED ON AIRSPD REDUCTION FROM REKKS TO THE RWY. AFTER TOUCHDOWN AND ROLLOUT WE WERE SHOCKED TO DISCOVER WE HAD NOT SWITCHED TO TWR FREQ OR BEEN CLRED TO LAND. APCH HAD US CONTACT GND WHO SUBSEQUENTLY CLRED US TO TAXI TO THE GATE. THIS SIT AROSE BECAUSE OF OUR ACCEPTANCE OF A VISUAL APCH TOO HIGH AND TOO FAST TO REKKS INTXN. CONTRIBUTING FACTORS WERE SEVERAL STRESSES CAUSED BY THE EVENTS OF THE LAST WEEK. 1) ON SEP/TUE/01, I WAS ON A PART 121 FLT TO NEWARK. WHEN THE WORLD TRADE CTR WAS DESTROYED I WAS 56 MI OUT. WE DIVERTED INTO ATLANTIC CITY AND WERE GNDED THERE FOR SEVERAL DAYS. I COMMUTE TO WORK. BECAUSE OF AIRLINE DISRUPTIONS I KNEW I WOULD NOT BE ABLE TO GO HOME AFTER RETURNING TO MY BASE, SO I VOLUNTEERED TO TAKE A LEGAL 24 IN 7 REST PERIOD IN ATLANTIC CITY. WHEN I RETURNED TO MY BASE SEP/THU/01, I BEGAN ANOTHER 4 DAY TRIP THE NEXT DAY, SEP/FRI/01. ON THE DAY OF THE INCIDENT SEP/SUN/01, I HAD NOT SLEPT WELL BECAUSE OF CONCERN ABOUT MY FUTURE. THE COMPANY IS FURLOUGHING PLTS AND SHIFTING BASES. IN ADDITION WE HAD FLOWN INTO LGA THE NIGHT BEFORE AND HAD SEEN THE DAMAGE. THIS AFFECTED ME. THIS WAS OUR 3RD LEG OF THE DAY WITH ONE MORE TO FOLLOW. I BELIEVE THESE STRESS FACTORS CONTRIBUTED IN SOME MEASURE TO DISTRACT ME FROM MONITORING THE CAPT'S CONVERSATIONS WITH ATC AND AFFECTED MY ABILITY TO PERFORM AS A COCKPIT RESOURCE TO THE CAPT.

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.