Date: 202012
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing; Final Approach
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Human factors: Training / Qualification; Workload; Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: Other Post Flight
Result: General None Reported / Taken
Contributing factors: Environment - Non Weather Related; Human Factors
Primary problem: Environment - Non Weather Related

Narrative: Reflecting back on this flight today; I fear we may not have obtained verbal landing clearance from Tower before touchdown on Runway X at ZZZ. This was my first flight in over two months; and was assigned with another Captain as my First Officer; with no one else present on the flight deck. I had also been on leave earlier in the year. Before we flew; I briefed that two captains flying together as a two-pilot crew complement is a threat; as it does not happen often; and there is an operational bias for the acting First Officer (co-Captain). During the descent; Air Traffic Control vectored us to a close-in base leg to Runway X. Approach Control asked us if we had the field in sight; and I elected to continue with a visual approach; which I believe now was not the best choice for myself. My acting First Officer momentarily lost sight of the field during my turn from base to final; however I had it acquired visually the entire time. I pointed out the field to assist; and the pilot monitoring re-acquired it. This should have resulted in a go-around to rejoin the approach; as this is a team environment; and a two-pilot airplane. I know I did switch the nose-wheel landing light to 'on' during the final approach leg; as that is SOP after being cleared to land; according to FOM. I was focused on flying the plane; slowing down early; and ensuring a stabilized approach.  I was not completely in tune with what my co-captain was or was not doing. Stabilized approaches are a topic often discussed in training; so it weighed heavily in my priorities on this day. My co-Captain (pilot monitoring) may not have switched to Tower as it was somewhat a high workload environment and unusual operation; at least to me.I should have recognized the threat of two captains flying together; along with my low state of landing currency; would lead to a chain reaction easily. I should have requested the full ILS to Runway X; or at least a longer final approach leg. I would recommend after a Captain returns to the line after a lengthy vacation; and in my case leave earlier in the year as well; to not pair up with another Captain; but only a highly current First Officer. Although everything was completely my responsibility; this would have eliminated the threat. I recognize that sound aeronautical decision making as it relates to all phases of duty; is the number one factor influencing safety; and it must be practiced even in high-workload environments.




Synopsis: Air Carrier Captain reported landing without a clearance and attributes the event to lack of flying and complacency while flying with another Captain as the First Officer in this flight.