Date: 201910
Local time of day: 0601-1200
Location: SFO.Tower, CA
Flight conditions: VMC
Light: Daylight
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B SFO
ATC / advisory: TRACON NCT; Tower SFO
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: First Officer; Pilot Flying
Anomaly: Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Landing Without Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was operating as the Pilot Monitoring on the arrival. The First Officer was Pilot Flying and had not flown for almost two weeks prior to the trip. Not only was there a large gap in flying; but he had just completed his consolidation as a new hire. While on the arrival our approach runway was changed from the left runway to the right runway. Instead of being vectored west as anticipated; we were vectored on a short downwind east of the field and placed behind a B777 aircraft. Air Traffic Control also informed us that a B737 would be joining us on the simultaneous Visual Approach to the adjacent left runway and to visually acquire the parallel traffic when able.At approximately 5;000 ft. AGL on downwind; we were vectored to our base leg. I visually acquired the B737 traffic and preceding B777 traffic to follow; and acknowledged the traffic to ATC. ATC instructed us to follow the traffic and maintain a speed of 180 kts. until the San Mateo bridge. I also made sure that the Pilot Flying was able to maintain visual contact with the B777; while I maintained visual contact with both the parallel B737 and preceding B777. Although the Pilot Flying was visual with the B777 ahead of our flight; the close proximity of the B737 parallel traffic seemed a distraction for him because of the inability to see cross cockpit and acquire the traffic from the left seat. This distraction may have further been exacerbated by the persistent TCAS traffic alerts from the same parallel traffic combined with the high volume of radio chatter. During the final phase of the approach I noticed that the aircraft was still high; at approximately 4;000 ft. as we approached with a flap setting of 5. Also due to our altitude above a normal VFR glide path we were encroaching on the lateral path of the adjacent B737. Noting the altitude; I pointed it out to the Pilot Flying and he acknowledged and stated that he was having trouble 'slowing down' the aircraft and visually acquiring the adjacent traffic. I began to offer more flaps to assist in the descent; as well as recommended the Pilot Flying to [extend] the speed brake to assist in the descent. I also informed him that I was visual with the adjacent B737 and that he was beginning to over fly the aircraft and to take a northerly heading and 'S-turn' away from traffic to reduce altitude and airspeed. The Pilot Flying called for gear and a flap setting of 15. I indicated that we were too high and suggested that he slow the aircraft so that I could [extend] more flaps and help the aircraft to descent. The Pilot Flying repeated that he was unable to slow down the aircraft so I disconnected the Auto-Throttle system and asked him to [extend] full flight speed brakes. Approaching the airfield I noticed that we were not descending rapidly enough until we were able to [select] flaps 25. Looking at the altimeter I stated that we were too high at an altitude of 2;500 ft. and approximately 3 miles from the threshold. Upon reaching flap 30 speed I [extended] flaps to 30 and noticed that at 2 miles we were approximately 1;500 ft. I stated again that we were too high and stated 'GO AROUND' At this time Pilot Flying stated that he was 'In the slot' and could make the approach. I asked if he was sure and at this point I ran the Landing Checklist; which wasn't complete until below 1;000 ft. The landing was continued and we landed. After reaching a safe taxi speed we turned off at the taxiway and brought the aircraft to a stop short of the left runway. At this time is when Tower stated over 121.5 for us to hold short of the left runway. At this point is where we realized that we never changed the VHF radio to Tower's frequency and that we landed the aircraft without clearance.


Second narrative: On arrival we were cleared for the RNAV Arrival. Our runway was changed and we were given a heading of 095 and descent to 6;000 ft.; slow to 210 kts. We immediately swapped the approach in the FMS and briefed the differences from the left runway approach. We slowed below 250 kts. and put the flaps to 1 and began descending at 210 kts. in Level Change Mode. On the descent; we were given a turn to a heading of 130 prior to our base turn of 190 degrees. We were on approximately an 8 mile base turn and heading of 190 and told to slow to 180 and descend to 5;000 ft. We put the flaps to 5 and then put the landing gear down. We were descending in Level Change mode; because we were already recognizing that were going to be high. We were given a right turn to 270 to join the right runway visual approach. We were also told that we'd be parallel to a 777 arriving to the left runway and asked if we had the traffic visual. After responding that we had the traffic; we were cleared the visual approach and told to switch to Tower. During the turn; only the Captain visually acquired the traffic. Our TCAS gave a Traffic Advisory but not a Resolution Advisory; we switched the TCAS to TA only since he had the traffic visually. Our turn put us almost 1;000 ft. directly above the 777 as we rolled out on to final. We then corrected slightly to the right to gain more lateral spacing. We were told to hold 180 knots. Due to the parallel traffic vicinity; we were unable to descend more aggressively to a normal altitude. By the time we had some spacing on the 777; we were still high. We began slowing to our final approach speed (146 kts.). We disengaged the Auto-throttles; did a small 'S'turn and momentarily used speed brakes to help slow down and descend. However due to the high descent path; we were unable to fully configure (Flaps 30) until approximately a 3 mile final and were still high on the approach. At approximately 1;200 - 1;500 ft. the Captain stated 'Go-Around'. I responded; 'I'm good' and asked if he was sure. He said Ok; and we elected to continue the approach since we were still above 1;000 ft. At 500 ft. we were approaching a stable position to land; and were stable by 300 ft. Our touchdown was smooth on centerline and in the landing zone. Rollout was uneventful with a normal transfer of the aircraft controls. We cleared the runway at the taxiway. Upon clearing we were called by Approach to contact Tower. This was the first point in which we learned that we had failed to switch to Tower and get landing clearance. Taxi and parking was uneventful.


Synopsis: B737 flight crew reported distraction; poor judgement; and time pressure resulted in an unstabilized approach and landing without clearance.