Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Distraction; Situational Awareness; Communication Breakdown
ATC Issue All Types; Deviation / Discrepancy - Procedural Landing Without Clearance
General None Reported / Taken
Human Factors
On right downwind to land on XXL at ZZZ; Tower offered a tight visual approach to avoid traffic. We accepted the approach and the Captain immediately turned off the autopilot and hand flew the visual approach; intercepting final just inside the final approach fix. We accomplished all checklists and configured the aircraft for a stable approach. After landing; we noticed that the landing light was turned off and realized we were still on approach frequency. We exited the runway; contacted Ground and apologized for the mistake. Looking back at the event; I don't believe we were ever instructed to contact the Tower. Failure to ensure we were on the correct frequency. I would develop a personal habit of checking the nose taxi light for verification of landing clearance prior to making the 'stable and cleared to land' call out.
On right downwind to land on XXL at ZZZ; Tower offered us a tight visual approach to avoid traffic in the approach corridor. We were daylight VMC in a good position to accept the approach but it would be tight. We accepted and I immediately turned off the automation and hand flew the visual approach because we were going to turn final inside the Final Approach Fix and to automate that would have been more difficult. My FO did a great job of monitoring my approach while configuring on speed; accomplishing the checklist; and making all the call outs. The approach and landing was stable; on profile and without any deviations. After landing; I was about to call for the after landing checklist and noticed the nose gear light switch was off then looked to see that we were still on approach frequency. We contacted Ground who was also Tower and apologized for our mistake and asked if there was any problem. I don't believe that we were ever handed off and approach was busy with the traffic that was maneuvering in the corridor. Controller said it was no problem at all and proceed via taxi instructions.This was my third leg of the night and my 6th in 2 days due to substitution. It was also the third straight night of over 1 hour delays at ZZZ1. Add in 3 straight nights of thunderstorms and landing late in the morning daylight after a long night and fatigue was an issue. I almost always touch the nose gear switch at the cleared to land call but the tight approach and hand flown operation caused me to not physically check the switch. I don't think we were handed off but it was still my responsibility to verify the landing clearance. The FO PM was swamped with a last minute runway change and unexpected tight visual approach in hill covered terrain. He did a great job of monitoring but missed that he had not been cleared when he made the cleared to land call because of the rushed nature of the approach.Realize that in the current environment of COVID for our particular operations that fatigue is going to play increased role. Identify and verbalize the increased risk associated with what feels like a never ending peak environment and be more aware of the need to use the fatigue call when necessary. I don't feel that the choice to accept a tighter than normal approach was unsafe but to increase my awareness of the heavier load that I placed on the PM.
Air carrier flight crew reported landing without a clearance.