Narrative:

On descent we were initially cleared ILS runway 6L. At about 6000 ft AGL and 20 miles; approach cleared us for runway 7R. No ILS in database; so we selected runway 7R. Approach then told us to contact tower at fumbl; which is FAF for ILS runway 7R; which wasn't in box. I didn't hear frequency due to task saturation; and asked first officer what frequency they gave us; then looked at commercial chart and asked if they had said 121.75. First officer said I think so; but he was busy setting up for approach with no aids. I did not confirm; and then went back to box to give first officer FAF information. I entered fumbl in fix page. Because of runway construction; I went to ATIS and was reviewing taxiway closures. Because of distraction of late change of runway; no database approach requiring manual construction; no PAPI lit even though PAPI on approach plate; I failed to check in with tower and receive landing clearance. First clue I messed up was on roll out and noticed we were already on ground frequency.callback conversation with reporter revealed the following information: the reporter still had no idea why they were unable to select runway 7R ILS in the FMC.supplemental information from acn 738095: approach briefing was completed at top of descent for an ILS approach to runway 6L. At approximately 20 miles from the field; the controller switched us to runway 7R. The ILS for lax runway 7R was not in the database due to runway construction I presume and no visual glidepath guidance was available for this runway so the captain was inputting the runway to increase my situational awareness for the visual approach. The approach controller instructed us to contact tower and the captain confirmed the frequency with me. There was also a question of taxiway closures which the captain was hurriedly trying to determine so we could brief the runway exit plan. The aircraft was fully configured and on speed at approximately five miles and 1600 ft MSL. The final descent checklist; 1000 ft; and 500 ft calls were all made in accordance with SOP. After landing; the captain took the aircraft at 60 KTS and I queried the controller to confirm the taxiway was open. The controller informed me I was talking to lax ground and to exit at the end. At this time; I realized we may have not contacted lax tower and received landing clearance. The captain agreed that this may in fact be the case. Other factors include my relative inexperience on the B767. This was only my second landing in the B767 in the past two months and was a relatively difficult night visual approach without electronic or visual glidepath guidance.

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Original NASA ASRS Text

Title: B767 CREW IS SWITCHED FROM RWY 6L TO RWY 7R AT LAX BUT IS UNABLE TO FIND ILS RWY 7R IN THEIR FMC DATABASE. DURING THE SCRAMBLE TO GET SET UP FOR RWY 7R THE CREW FORGETS TO CALL THE TWR AND LANDS WITHOUT CLRNC.

Narrative: ON DESCENT WE WERE INITIALLY CLRED ILS RWY 6L. AT ABOUT 6000 FT AGL AND 20 MILES; APCH CLRED US FOR RWY 7R. NO ILS IN DATABASE; SO WE SELECTED RWY 7R. APCH THEN TOLD US TO CONTACT TOWER AT FUMBL; WHICH IS FAF FOR ILS RWY 7R; WHICH WASN'T IN BOX. I DIDN'T HEAR FREQ DUE TO TASK SATURATION; AND ASKED FO WHAT FREQ THEY GAVE US; THEN LOOKED AT COMMERCIAL CHART AND ASKED IF THEY HAD SAID 121.75. FO SAID I THINK SO; BUT HE WAS BUSY SETTING UP FOR APCH WITH NO AIDS. I DID NOT CONFIRM; AND THEN WENT BACK TO BOX TO GIVE FO FAF INFO. I ENTERED FUMBL IN FIX PAGE. BECAUSE OF RWY CONSTRUCTION; I WENT TO ATIS AND WAS REVIEWING TXWY CLOSURES. BECAUSE OF DISTRACTION OF LATE CHANGE OF RWY; NO DATABASE APCH REQUIRING MANUAL CONSTRUCTION; NO PAPI LIT EVEN THOUGH PAPI ON APCH PLATE; I FAILED TO CHECK IN WITH TOWER AND RECEIVE LNDG CLRNC. FIRST CLUE I MESSED UP WAS ON ROLL OUT AND NOTICED WE WERE ALREADY ON GROUND FREQ.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STILL HAD NO IDEA WHY THEY WERE UNABLE TO SELECT RWY 7R ILS IN THE FMC.SUPPLEMENTAL INFO FROM ACN 738095: APCH BRIEFING WAS COMPLETED AT TOP OF DSCNT FOR AN ILS APCH TO RWY 6L. AT APPROX 20 MILES FROM THE FIELD; THE CTLR SWITCHED US TO RWY 7R. THE ILS FOR LAX RWY 7R WAS NOT IN THE DATABASE DUE TO RWY CONSTRUCTION I PRESUME AND NO VISUAL GLIDEPATH GUIDANCE WAS AVAILABLE FOR THIS RWY SO THE CAPT WAS INPUTTING THE RWY TO INCREASE MY SITUATIONAL AWARENESS FOR THE VISUAL APCH. THE APCH CTLR INSTRUCTED US TO CONTACT TOWER AND THE CAPT CONFIRMED THE FREQUENCY WITH ME. THERE WAS ALSO A QUESTION OF TXWY CLOSURES WHICH THE CAPT WAS HURRIEDLY TRYING TO DETERMINE SO WE COULD BRIEF THE RWY EXIT PLAN. THE ACFT WAS FULLY CONFIGURED AND ON SPEED AT APPROX FIVE MILES AND 1600 FT MSL. THE FINAL DSCNT CHECKLIST; 1000 FT; AND 500 FT CALLS WERE ALL MADE IN ACCORDANCE WITH SOP. AFTER LNDG; THE CAPT TOOK THE ACFT AT 60 KTS AND I QUERIED THE CTLR TO CONFIRM THE TXWY WAS OPEN. THE CTLR INFORMED ME I WAS TALKING TO LAX GROUND AND TO EXIT AT THE END. AT THIS TIME; I REALIZED WE MAY HAVE NOT CONTACTED LAX TOWER AND RECEIVED LNDG CLRNC. THE CAPT AGREED THAT THIS MAY IN FACT BE THE CASE. OTHER FACTORS INCLUDE MY RELATIVE INEXPERIENCE ON THE B767. THIS WAS ONLY MY SECOND LNDG IN THE B767 IN THE PAST TWO MONTHS AND WAS A RELATIVELY DIFFICULT NIGHT VISUAL APCH WITHOUT ELECTRONIC OR VISUAL GLIDEPATH GUIDANCE.

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.