Narrative:

I was inbound to houston hobby airport on the ILS runway 12R. I had intercepted the localizer about 15 mi out and doing a slam dunk approach out of 5000 ft in order to intercept the GS outside the OM. I made the 6.5 DME 2000 ft intercept coordinates 1 mi early and was given a new clearance to turn to 210 degrees and climb 2500 ft for vectors ILS runway 4. After several miscoms (the approach controller was calling the wrong tail numbers with directions), we were able to get set up for the ILS runway 4. I was turned to join the localizer close in and observed we were already above the GS. I reduced power and pushed over to catch the GS and at the OM I had just over 1/2 deflection and was gaining on it. I knew the approach had to be nailed at the middle marker due to the low ceiling and visibility. At the middle marker the approach was nailed and I was able to pick out the rabbit and continued the descent. I picked up the centerline shortly thereafter and continued for a landing. On the rollout, I realized we were still with houston approach and that we had never been handed off to tower. I quickly called them and told them we were down and was instructed to expedite clearing the runway. We cleared, were given taxi instructions and asked to call the tower. How the problem arose: failure to verify landing clearance. Contributing factors: high pilot workload, poor WX, pilot/approach communication problems. Corrective action: incorporate confirmation of landing clearance in gumps check. Human performance considerations: 1) extremely high workload. 2) failure to confirm clrncs. 3) pushed a less than optimum approach.

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Original NASA ASRS Text

Title: BE55 PLT LANDED WITHOUT CLRNC.

Narrative: I WAS INBOUND TO HOUSTON HOBBY ARPT ON THE ILS RWY 12R. I HAD INTERCEPTED THE LOC ABOUT 15 MI OUT AND DOING A SLAM DUNK APCH OUT OF 5000 FT IN ORDER TO INTERCEPT THE GS OUTSIDE THE OM. I MADE THE 6.5 DME 2000 FT INTERCEPT COORDINATES 1 MI EARLY AND WAS GIVEN A NEW CLRNC TO TURN TO 210 DEGS AND CLB 2500 FT FOR VECTORS ILS RWY 4. AFTER SEVERAL MISCOMS (THE APCH CTLR WAS CALLING THE WRONG TAIL NUMBERS WITH DIRECTIONS), WE WERE ABLE TO GET SET UP FOR THE ILS RWY 4. I WAS TURNED TO JOIN THE LOC CLOSE IN AND OBSERVED WE WERE ALREADY ABOVE THE GS. I REDUCED PWR AND PUSHED OVER TO CATCH THE GS AND AT THE OM I HAD JUST OVER 1/2 DEFLECTION AND WAS GAINING ON IT. I KNEW THE APCH HAD TO BE NAILED AT THE MIDDLE MARKER DUE TO THE LOW CEILING AND VISIBILITY. AT THE MIDDLE MARKER THE APCH WAS NAILED AND I WAS ABLE TO PICK OUT THE RABBIT AND CONTINUED THE DSCNT. I PICKED UP THE CTRLINE SHORTLY THEREAFTER AND CONTINUED FOR A LNDG. ON THE ROLLOUT, I REALIZED WE WERE STILL WITH HOUSTON APCH AND THAT WE HAD NEVER BEEN HANDED OFF TO TWR. I QUICKLY CALLED THEM AND TOLD THEM WE WERE DOWN AND WAS INSTRUCTED TO EXPEDITE CLRING THE RWY. WE CLRED, WERE GIVEN TAXI INSTRUCTIONS AND ASKED TO CALL THE TWR. HOW THE PROB AROSE: FAILURE TO VERIFY LNDG CLRNC. CONTRIBUTING FACTORS: HIGH PLT WORKLOAD, POOR WX, PLT/APCH COM PROBS. CORRECTIVE ACTION: INCORPORATE CONFIRMATION OF LNDG CLRNC IN GUMPS CHK. HUMAN PERFORMANCE CONSIDERATIONS: 1) EXTREMELY HIGH WORKLOAD. 2) FAILURE TO CONFIRM CLRNCS. 3) PUSHED A LESS THAN OPTIMUM APCH.

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.