Narrative:

On final approach to runway 9 at mia, about the marker inbound, we were issued a warning by mia tower that a cessna was attempting a landing on runway 9 without radio contact. The tower warned us of a possible go around. We were then told to go around, due to the cessna not exiting the runway, at about 300 ft. A successful go around was made (hand flown) and a turn out to the south was initiated. I kept the aircraft at about 210 KTS and maintained flaps 5 degrees for the pattern work back to the north runways. I kept the airspeed down to facilitate a better sequence to final without flying too far west of the field where there were thunderstorms with lightning and rain shower activity. The approach controller sequenced us back to runway 8R. The captain, as a back-up, put in the ILS for runway 8R. We were then told that tower had too many departures on runway 8R and wanted us to land on runway 8L. This happened at about 8-10 mi final. We accepted the visual for runway 8L and proceeded to the landing runway with clearance for the visual. The checklist was accomplished and we landed on runway 8L. After clearing runway 8L and waiting at the intersection to runway 8R for clearance to cross, I looked down at the #1 VHF and went to dial in the ground frequency on the other head. I noticed that tower frequency and approach frequency were set and the switch was still on the approach frequency. I queried the captain as to if we had received clearance to land due to the fact that the switch was still on the approach control side. I wasn't sure if he had forgot to switch, or switched by accident after we landed, to the other head. We called the tower after the event (by landline) and they told us that they weren't aware of us landing without clearance due to the fact that the cessna airplane was now a major distraction to them because it had closed runway 9. I would like to give some propellers (good on ya's) to the tower controller. It was his attention to detail that averted a possible ground incident with our aircraft and the cessna airplane that had meandered into the mia air traffic area. We later found out that the cessna had missed the intersection turnoff and had turned around on the runway to go back to the exit. At the time that we went around, the cessna plane made a turn off the runway into the grass. The occupant of the cessna was picked up walking away from his airplane and found to not have a license or a medical. Upon further investigation, his wife and 2 kids were found still in the aircraft now sitting in the grass area just off runway 9. The possibility that we landed without talking to tower is still bothersome to me, but the extra radio calls and the clearing and looking for additional traffic alerts on final caused some unusual activities in the cockpit. The spacing with other aircraft on final for runway 8L was never a problem and the runway was clear with no traffic conflicts around the runway. The tower controller said there weren't any conflicts.

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Original NASA ASRS Text

Title: THE FO, PF, OF A B767 EXPRESSED CONCERN THAT HE LANDED WITHOUT PERMISSION AT MIA. AFTER HAVING MADE A GAR TO RWY 9 DUE TO A CESSNA ON THE RWY, AND BEING KEPT IN THE PATTERN FOR LNDG ON RWY 8R, THE FLT CREW WAS ULTIMATELY ISSUED A SIDESTEP FOR RWY 8L.

Narrative: ON FINAL APCH TO RWY 9 AT MIA, ABOUT THE MARKER INBOUND, WE WERE ISSUED A WARNING BY MIA TWR THAT A CESSNA WAS ATTEMPTING A LNDG ON RWY 9 WITHOUT RADIO CONTACT. THE TWR WARNED US OF A POSSIBLE GAR. WE WERE THEN TOLD TO GAR, DUE TO THE CESSNA NOT EXITING THE RWY, AT ABOUT 300 FT. A SUCCESSFUL GAR WAS MADE (HAND FLOWN) AND A TURN OUT TO THE S WAS INITIATED. I KEPT THE ACFT AT ABOUT 210 KTS AND MAINTAINED FLAPS 5 DEGS FOR THE PATTERN WORK BACK TO THE N RWYS. I KEPT THE AIRSPD DOWN TO FACILITATE A BETTER SEQUENCE TO FINAL WITHOUT FLYING TOO FAR W OF THE FIELD WHERE THERE WERE TSTMS WITH LIGHTNING AND RAIN SHOWER ACTIVITY. THE APCH CTLR SEQUENCED US BACK TO RWY 8R. THE CAPT, AS A BACK-UP, PUT IN THE ILS FOR RWY 8R. WE WERE THEN TOLD THAT TWR HAD TOO MANY DEPS ON RWY 8R AND WANTED US TO LAND ON RWY 8L. THIS HAPPENED AT ABOUT 8-10 MI FINAL. WE ACCEPTED THE VISUAL FOR RWY 8L AND PROCEEDED TO THE LNDG RWY WITH CLRNC FOR THE VISUAL. THE CHKLIST WAS ACCOMPLISHED AND WE LANDED ON RWY 8L. AFTER CLRING RWY 8L AND WAITING AT THE INTXN TO RWY 8R FOR CLRNC TO CROSS, I LOOKED DOWN AT THE #1 VHF AND WENT TO DIAL IN THE GND FREQ ON THE OTHER HEAD. I NOTICED THAT TWR FREQ AND APCH FREQ WERE SET AND THE SWITCH WAS STILL ON THE APCH FREQ. I QUERIED THE CAPT AS TO IF WE HAD RECEIVED CLRNC TO LAND DUE TO THE FACT THAT THE SWITCH WAS STILL ON THE APCH CTL SIDE. I WASN'T SURE IF HE HAD FORGOT TO SWITCH, OR SWITCHED BY ACCIDENT AFTER WE LANDED, TO THE OTHER HEAD. WE CALLED THE TWR AFTER THE EVENT (BY LANDLINE) AND THEY TOLD US THAT THEY WEREN'T AWARE OF US LNDG WITHOUT CLRNC DUE TO THE FACT THAT THE CESSNA AIRPLANE WAS NOW A MAJOR DISTR TO THEM BECAUSE IT HAD CLOSED RWY 9. I WOULD LIKE TO GIVE SOME PROPS (GOOD ON YA'S) TO THE TWR CTLR. IT WAS HIS ATTN TO DETAIL THAT AVERTED A POSSIBLE GND INCIDENT WITH OUR ACFT AND THE CESSNA AIRPLANE THAT HAD MEANDERED INTO THE MIA ATA. WE LATER FOUND OUT THAT THE CESSNA HAD MISSED THE INTXN TURNOFF AND HAD TURNED AROUND ON THE RWY TO GO BACK TO THE EXIT. AT THE TIME THAT WE WENT AROUND, THE CESSNA PLANE MADE A TURN OFF THE RWY INTO THE GRASS. THE OCCUPANT OF THE CESSNA WAS PICKED UP WALKING AWAY FROM HIS AIRPLANE AND FOUND TO NOT HAVE A LICENSE OR A MEDICAL. UPON FURTHER INVESTIGATION, HIS WIFE AND 2 KIDS WERE FOUND STILL IN THE ACFT NOW SITTING IN THE GRASS AREA JUST OFF RWY 9. THE POSSIBILITY THAT WE LANDED WITHOUT TALKING TO TWR IS STILL BOTHERSOME TO ME, BUT THE EXTRA RADIO CALLS AND THE CLRING AND LOOKING FOR ADDITIONAL TFC ALERTS ON FINAL CAUSED SOME UNUSUAL ACTIVITIES IN THE COCKPIT. THE SPACING WITH OTHER ACFT ON FINAL FOR RWY 8L WAS NEVER A PROB AND THE RWY WAS CLR WITH NO TFC CONFLICTS AROUND THE RWY. THE TWR CTLR SAID THERE WEREN'T ANY CONFLICTS.

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.