Date: 201509
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Fatigue; Time Pressure
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Landing Without Clearance
Detector: Person Flight Crew
When detected: Taxi
Result: Flight Crew Landed As Precaution
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: Autopilot (AP) was off. AC was cleared for the approach to XXR at ZZZ. Pilot Monitoring (PM) failed to switch to Tower for landing clearance. At Approx. 500 feet Pilot Flying (PF) realized the 'cleared to land' light switch was not on. PF asked PM to contact tower for clearance. PM had the wrong frequency and could not get clearance before touchdown. There was a departing aircraft from the same runway as we approached the threshold. Since I didn't have communication with the tower I did not execute a missed approach in fear of overtaking the departing aircraft. The runway was clear so I landed. There are many factors that led to this occurrence. 1. Brand new First Officer (FO) (two months on line) with no previous jet or Part 135/121 experience. He had no concept of ATC flow in regards to what to look for next. Ex; radio frequencies; short approaches etc; etc; etc. He listened well; responded well to advice and learning but was way behind the aircraft a lot of the time. 2. Communication; FO was very difficult to hear. He kept the boom mic off to the side of his mouth and talked very lightly. We had several conversations regarding it but he never made the effort to talk louder or move the mic. 3. Duty day. We had a 12 hr duty day with SIX legs (quick turns) after a fairly short overnight the night before. With a 1 hour Tarmac delay we had to fly fast and manage quick turns just to be legal to finish the day's assignment. The crew flew from XA:30 to XJ:12 without a break or a chance to get food. If we stopped for food we could have easily timed out. These kind of schedules are ridiculous. Six legs; five of which turn through a main hub.By the end of the day the entire crew was exhausted. Throw in the other two factors and it was a recipe for disaster. In hindsight I'm grateful nothing else happened.


Second narrative: On approach to land at ZZZ we received several heading; altitude; and speed assignments followed by an approach clearance and a handoff to call the local control tower; in a short period of time and probably combined in a single radio transmission (not sure) Flight crew was busy configuring the aircraft for landing; in compliance with such instructions. While on final approach to land (approx 2-3 miles out) I look up to the nose landing light and see it has not been turned on. Therefore; I became unsure If we were given a landing clearance or not. I proceeded to obtain clarification that by calling on the active frequency but I did not have much success as the frequency was quite busy and it was hard to get the message across. By the time the controller became aware of my calls we were on the landing rollout. That's when I realize that I forgot to switch over to tower and I was still on the same approach control frequency. I immediately switch over to the tower frequency and receive runway turn off instructions. Crew awareness/alertness. Paying more attention. Focusing. Respecting the customary technique and the purpose that serves turning the nose landing light ON after a landing clearance is received.


Synopsis: The flight crew of a regional jet landed without a clearance. This was due several factors including flight deck workload; fatigue; and radio management in a busy approach environment.