Narrative:

We (the crew) accepted the aircraft in burlington, vt. We were to fly a trip btv-cvg-btv. The incoming crew advised us of a deferred item on the aircraft -- the autopressurization controller. We reviewed the QRH for the manual pressurization procedure and decided that the PNF's mfd was to display the oxygen/pressurization system page throughout the flight. In normal operations, each pilot uses their mfd to display the map page for added situational awareness. I was the PF while the captain was the PNF on this leg btv-cvg. As we descended into cvg's class B airspace, workload intensified due to 1 pilot (the captain in this case) having to follow the manual pressurization schedule. How it was discovered: we were on a downwind to base vector for runway 36R at cvg and the captain was talking to approach control. I could see the airport's general area, but did not have the runway in sight. We were restr in our descent until the runway was in sight. I kept the autoplt engaged to reduce workload during the abnormal operations involving the pressurization system. When we both were comfortable that the correct parallel runway (runway 36R) was in sight, the captain (who as the PNF was working the radios) notified approach control that the runway was in sight. We were cleared for the visual approach to runway 36R at which point I, as the PF, disengaged the autoplt to begin the descent and final approach. The before landing checklist was completed. We landed on runway 36R and cleared the runway. At this point the captain took control of the aircraft for taxi and I took over the radios. After coming to a stop on the taxiway I reached to communication radio #1 to switch to ground control and noticed that we were still on approach control's frequency. About this same time I could hear approach control giving vectors to another aircraft confirming my disbelief that the radio was indeed still set to approach and was never switched to tower. Finally, I noticed the taxi light was off -- we commonly switch this light on upon receiving a landing clearance. I questioned the captain about our landing clearance and he confirmed he had never talked to tower or received a landing clearance. We discussed our situation briefly about not receiving a landing clearance. We also agreed that neither of us remembered hearing approach control advise us to contact tower after clearing us for the visual approach to runway 36R. The captain called tower and advised them of our location. Tower cleared us to taxi to spot X with them and did not question our situation. Upon completion of the shutdown checklist and all passenger deplaned, the captain and I discussed our error, problem, and situation. Summary: manual pressurization system distracting to PNF during critical phase of flight. Approach control not handing us off to tower.

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Original NASA ASRS Text

Title: A D328 CREW LANDED AT CVG WITHOUT A CLRNC.

Narrative: WE (THE CREW) ACCEPTED THE ACFT IN BURLINGTON, VT. WE WERE TO FLY A TRIP BTV-CVG-BTV. THE INCOMING CREW ADVISED US OF A DEFERRED ITEM ON THE ACFT -- THE AUTOPRESSURIZATION CONTROLLER. WE REVIEWED THE QRH FOR THE MANUAL PRESSURIZATION PROC AND DECIDED THAT THE PNF'S MFD WAS TO DISPLAY THE OXYGEN/PRESSURIZATION SYS PAGE THROUGHOUT THE FLT. IN NORMAL OPS, EACH PLT USES THEIR MFD TO DISPLAY THE MAP PAGE FOR ADDED SITUATIONAL AWARENESS. I WAS THE PF WHILE THE CAPT WAS THE PNF ON THIS LEG BTV-CVG. AS WE DSNDED INTO CVG'S CLASS B AIRSPACE, WORKLOAD INTENSIFIED DUE TO 1 PLT (THE CAPT IN THIS CASE) HAVING TO FOLLOW THE MANUAL PRESSURIZATION SCHEDULE. HOW IT WAS DISCOVERED: WE WERE ON A DOWNWIND TO BASE VECTOR FOR RWY 36R AT CVG AND THE CAPT WAS TALKING TO APCH CTL. I COULD SEE THE ARPT'S GENERAL AREA, BUT DID NOT HAVE THE RWY IN SIGHT. WE WERE RESTR IN OUR DSCNT UNTIL THE RWY WAS IN SIGHT. I KEPT THE AUTOPLT ENGAGED TO REDUCE WORKLOAD DURING THE ABNORMAL OPS INVOLVING THE PRESSURIZATION SYS. WHEN WE BOTH WERE COMFORTABLE THAT THE CORRECT PARALLEL RWY (RWY 36R) WAS IN SIGHT, THE CAPT (WHO AS THE PNF WAS WORKING THE RADIOS) NOTIFIED APCH CTL THAT THE RWY WAS IN SIGHT. WE WERE CLRED FOR THE VISUAL APCH TO RWY 36R AT WHICH POINT I, AS THE PF, DISENGAGED THE AUTOPLT TO BEGIN THE DSCNT AND FINAL APCH. THE BEFORE LNDG CHKLIST WAS COMPLETED. WE LANDED ON RWY 36R AND CLRED THE RWY. AT THIS POINT THE CAPT TOOK CTL OF THE ACFT FOR TAXI AND I TOOK OVER THE RADIOS. AFTER COMING TO A STOP ON THE TXWY I REACHED TO COM RADIO #1 TO SWITCH TO GND CTL AND NOTICED THAT WE WERE STILL ON APCH CTL'S FREQ. ABOUT THIS SAME TIME I COULD HEAR APCH CTL GIVING VECTORS TO ANOTHER ACFT CONFIRMING MY DISBELIEF THAT THE RADIO WAS INDEED STILL SET TO APCH AND WAS NEVER SWITCHED TO TWR. FINALLY, I NOTICED THE TAXI LIGHT WAS OFF -- WE COMMONLY SWITCH THIS LIGHT ON UPON RECEIVING A LNDG CLRNC. I QUESTIONED THE CAPT ABOUT OUR LNDG CLRNC AND HE CONFIRMED HE HAD NEVER TALKED TO TWR OR RECEIVED A LNDG CLRNC. WE DISCUSSED OUR SIT BRIEFLY ABOUT NOT RECEIVING A LNDG CLRNC. WE ALSO AGREED THAT NEITHER OF US REMEMBERED HEARING APCH CTL ADVISE US TO CONTACT TWR AFTER CLRING US FOR THE VISUAL APCH TO RWY 36R. THE CAPT CALLED TWR AND ADVISED THEM OF OUR LOCATION. TWR CLRED US TO TAXI TO SPOT X WITH THEM AND DID NOT QUESTION OUR SIT. UPON COMPLETION OF THE SHUTDOWN CHKLIST AND ALL PAX DEPLANED, THE CAPT AND I DISCUSSED OUR ERROR, PROB, AND SIT. SUMMARY: MANUAL PRESSURIZATION SYS DISTRACTING TO PNF DURING CRITICAL PHASE OF FLT. APCH CTL NOT HANDING US OFF TO TWR.

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.