Narrative:

We were air carrier X on the visual approach to iad runway 19R. My first officer was the PF. We were cleared for the runway 19R visual by dulles approach control (frequency 125.8). When we exited runway 19R and flipped our radio switch to ground (121.9) we realized that the active frequency was still 125.8 and that we had probably landed without a clearance from iad tower. I had been on over 14 hours duty and my first officer was between 15-16 hours of duty that day. ATC did not complain or say anything with regard to landing without clearance. I, however, took it upon myself to call the tower as soon as we were on the ground. As a professional courtesy I explained the event to the supervisor who assured me no one was even aware we had landed without a clearance and that it had not caused any inconvenience. He further stated that there was no incident or no concern to have. Supplemental information from acn 391042: duty day began for first officer at XA25 EST. After 3 legs (segments) the aircraft was turned over to maintenance for a faulty gauge (the time was XH30 EST) the mechanics arrived at XL00 EST to fix aircraft. By XN30 the aircraft was approved for service and since the revenue flts were canceled, the company wanted me to reposition the aircraft back to iad from bos. The flight time was 1 hour 47 mins from bos to iad. The first officer was the PF and had been on duty for almost 16 hours by the time the flight arrived at iad. The first officer (PF) and the captain (PNF) combined had been on duty almost 30 hours. I feel that fatigue played a significant part in causing this far deviation. I believe regardless of the situation, pushing oneself to your physical limit is not only foolish, but dangerous. I think even though the first officer and captain were legal to fly the trip, I believe they should not have flown it.

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Original NASA ASRS Text

Title: AFTER EXITING RWY, ACR FLC DETERMINE THAT THEY LANDED WITHOUT CLRNC. PIC CALLED TWR SUPVR WHO ADVISES THEY HAD NO PROB OR CONCERN. FLC STATE FATIGUE, DUE TO EXTRA LONG WORK DAY, CAUSED BY ACFT MAINT PROBS AND REPOSITIONING OF ACFT TO ANOTHER ARPT.

Narrative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

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.