DC9 crew landed at msp without landing clearance.

Attributes
ACN	475360
Time
Date	200006
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : msp.airport
State Reference	MN
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	DC-9 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	landing : roll
Route In Use	approach : straight in
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : cfi pilot : flight engineer pilot : instrument pilot : atp pilot : commercial
Experience	flight time last 90 days : 180 flight time total : 13000 flight time type : 1400
ASRS Report	475360
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : multi engine pilot : commercial
Events
Anomaly	incursion : landing without clearance non adherence : company policies non adherence : far non adherence : published procedure other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	none taken : detected after the fact
Supplementary
Problem Areas	Flight Crew Human Performance ATC Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

We were cleared for a visual approach following an A320 to runway 12R at msp. Approach control cleared us for a visual approach and also to contact tower on 5 mi final. We realized upon touchdown that we hadn't contacted tower for a landing clearance. No traffic conflicts resulted and we were monitoring approach control frequency during the approach and landing until we realized our error and changed to tower. We attribute this error partially to different procedures used by different approach controllers. Controller a will have you contact tower (ie, switch now) and controller B will have you call tower at the marker and controller C will tell you to contact tower on a 5 mi final (as ours did) when we were 13 mi out. These different procedures are used at the same airport. Also contributing to this was starting our day at XA30 am. I think it would be wise to standardize ATC procedures such as when to contact tower for landing, and in the event of no contact, approach should contact the airplane in question, and remind them to contact tower. The airline cockpit is a busy place on final approach, (ie, changes of confign, following preceding aircraft, running landing checklists, flying instrument approach procedures, etc), it would be nice to have approach as a backup.

Original NASA ASRS Text

Title: DC9 CREW LANDED AT MSP WITHOUT LNDG CLRNC.

Narrative: WE WERE CLRED FOR A VISUAL APCH FOLLOWING AN A320 TO RWY 12R AT MSP. APCH CTL CLRED US FOR A VISUAL APCH AND ALSO TO CONTACT TWR ON 5 MI FINAL. WE REALIZED UPON TOUCHDOWN THAT WE HADN'T CONTACTED TWR FOR A LNDG CLRNC. NO TFC CONFLICTS RESULTED AND WE WERE MONITORING APCH CTL FREQ DURING THE APCH AND LNDG UNTIL WE REALIZED OUR ERROR AND CHANGED TO TWR. WE ATTRIBUTE THIS ERROR PARTIALLY TO DIFFERENT PROCS USED BY DIFFERENT APCH CTLRS. CTLR A WILL HAVE YOU CONTACT TWR (IE, SWITCH NOW) AND CTLR B WILL HAVE YOU CALL TWR AT THE MARKER AND CTLR C WILL TELL YOU TO CONTACT TWR ON A 5 MI FINAL (AS OURS DID) WHEN WE WERE 13 MI OUT. THESE DIFFERENT PROCS ARE USED AT THE SAME ARPT. ALSO CONTRIBUTING TO THIS WAS STARTING OUR DAY AT XA30 AM. I THINK IT WOULD BE WISE TO STANDARDIZE ATC PROCS SUCH AS WHEN TO CONTACT TWR FOR LNDG, AND IN THE EVENT OF NO CONTACT, APCH SHOULD CONTACT THE AIRPLANE IN QUESTION, AND REMIND THEM TO CONTACT TWR. THE AIRLINE COCKPIT IS A BUSY PLACE ON FINAL APCH, (IE, CHANGES OF CONFIGN, FOLLOWING PRECEDING ACFT, RUNNING LNDG CHKLISTS, FLYING INST APCH PROCS, ETC), IT WOULD BE NICE TO HAVE APCH AS A BACKUP.

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.