Narrative:

This was the third training flight of the day conducting glass cockpit instruction. I was flying a practice ILS runway 18R at tul for currency and demonstration purposes. The student in the left seat was on his fourth flight in the glass cockpit aircraft and was reading the checklist for me. Prior to the FAF; he read the before landing checklist and when he got to the step regarding proper 'CDI navigation source;' I pointed to the HSI to show that the proper source had already been selected. He misunderstood me and selected GPS instead of vloc which caused the autoplt to stop tracking the localizer. When I told the student to re-select vloc; he cycled through vloc back to GPS again. In the course of getting the autoplt recoupled to the correct navigation source; I allowed myself to become distraction at a critical phase of flight by the student; who then lowered the communication volume on his display; which also affected my volume. We continued the approach to a normal landing on runway 18R at tul. As I rolled out; it occurred to me that I could still hear the approach control frequency in my headset. It suddenly dawned on me that not only had we not contacted tul tower; we had not received clearance to land. I turned off the active runway; contacted tul ground control and received instructions to taxi to park. Nothing else was said by the ground controller; but as we taxied in; I reflected on how we had created the potential for a serious runway incursion. What I should have done; when I was distraction by the student's miscues; was to follow the missed approach procedure; regain my composure and try another approach. Instructional flts; especially during the approach to landing phase; require the instructor to divide attention between the safe conduct of the flight and providing instruction to the student. This can cause the type of distraction that I experienced. It re-emphasizes the need to maintain situational awareness and break off an approach when distrs or problems with aircraft equipment arise; if only to regain composure and ensure that the proper landing clearance is received. I never confirmed with the student or ATC that we were cleared to land; since I was focused on flying the approach.

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Original NASA ASRS Text

Title: C182 PLT LAND WITHOUT CLRNC AT TUL.

Narrative: THIS WAS THE THIRD TRAINING FLT OF THE DAY CONDUCTING GLASS COCKPIT INSTRUCTION. I WAS FLYING A PRACTICE ILS RWY 18R AT TUL FOR CURRENCY AND DEMONSTRATION PURPOSES. THE STUDENT IN THE L SEAT WAS ON HIS FOURTH FLT IN THE GLASS COCKPIT ACFT AND WAS READING THE CHKLIST FOR ME. PRIOR TO THE FAF; HE READ THE BEFORE LNDG CHKLIST AND WHEN HE GOT TO THE STEP REGARDING PROPER 'CDI NAV SOURCE;' I POINTED TO THE HSI TO SHOW THAT THE PROPER SOURCE HAD ALREADY BEEN SELECTED. HE MISUNDERSTOOD ME AND SELECTED GPS INSTEAD OF VLOC WHICH CAUSED THE AUTOPLT TO STOP TRACKING THE LOC. WHEN I TOLD THE STUDENT TO RE-SELECT VLOC; HE CYCLED THROUGH VLOC BACK TO GPS AGAIN. IN THE COURSE OF GETTING THE AUTOPLT RECOUPLED TO THE CORRECT NAV SOURCE; I ALLOWED MYSELF TO BECOME DISTR AT A CRITICAL PHASE OF FLT BY THE STUDENT; WHO THEN LOWERED THE COM VOLUME ON HIS DISPLAY; WHICH ALSO AFFECTED MY VOLUME. WE CONTINUED THE APCH TO A NORMAL LNDG ON RWY 18R AT TUL. AS I ROLLED OUT; IT OCCURRED TO ME THAT I COULD STILL HEAR THE APCH CTL FREQ IN MY HEADSET. IT SUDDENLY DAWNED ON ME THAT NOT ONLY HAD WE NOT CONTACTED TUL TWR; WE HAD NOT RECEIVED CLRNC TO LAND. I TURNED OFF THE ACTIVE RWY; CONTACTED TUL GND CTL AND RECEIVED INSTRUCTIONS TO TAXI TO PARK. NOTHING ELSE WAS SAID BY THE GND CTLR; BUT AS WE TAXIED IN; I REFLECTED ON HOW WE HAD CREATED THE POTENTIAL FOR A SERIOUS RWY INCURSION. WHAT I SHOULD HAVE DONE; WHEN I WAS DISTR BY THE STUDENT'S MISCUES; WAS TO FOLLOW THE MISSED APCH PROC; REGAIN MY COMPOSURE AND TRY ANOTHER APCH. INSTRUCTIONAL FLTS; ESPECIALLY DURING THE APCH TO LNDG PHASE; REQUIRE THE INSTRUCTOR TO DIVIDE ATTN BTWN THE SAFE CONDUCT OF THE FLT AND PROVIDING INSTRUCTION TO THE STUDENT. THIS CAN CAUSE THE TYPE OF DISTR THAT I EXPERIENCED. IT RE-EMPHASIZES THE NEED TO MAINTAIN SITUATIONAL AWARENESS AND BREAK OFF AN APCH WHEN DISTRS OR PROBS WITH ACFT EQUIP ARISE; IF ONLY TO REGAIN COMPOSURE AND ENSURE THAT THE PROPER LNDG CLRNC IS RECEIVED. I NEVER CONFIRMED WITH THE STUDENT OR ATC THAT WE WERE CLRED TO LAND; SINCE I WAS FOCUSED ON FLYING THE APCH.

Data retrieved from NASA's ASRS site as of January 2009 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.