Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 150; Flight Crew Total 6500; Flight Crew Type 2500
Situational Awareness; Workload; Distraction; Confusion; Communication Breakdown
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Procedure; Environment - Non Weather Related; Airport
I was PIC and pilot flying carrying passengers into CLT. Weather was daylight; mostly clear and VMC; slight haze. We had approached Charlotte from the southwest; but were being given vectors via right-hand traffic up to the north; over to the east; then a south downwind with the expectation of landing on Runway 36 Right. CLT was landing on 36 Left and Right; and I believe; doing takeoffs on the center. While on downwind; past abeam the numbers; Approach asked us to look for the traffic (that we would follow?); which was about to turn right base for 36 Right. I should add here; that the Approach frequency was EXTREMELY busy; with near continuous radio traffic. I don't believe that we were previously told anything more than to 'expect 36 Right'; but common sense told us that since the traffic that we were asked to look for was landing 36 Right; then in all likelihood we would be also. HOWEVER; while inbound to the airport and on our vectors; we HAD heard another aircraft told that he was being switched to 36 left; and this remained on my mind as this event unfolded. We never reported having the leading aircraft in sight; probably due to so much radio traffic; and the controller issued us a right turn from our 180 heading to a 270 heading; probably 7 miles out. I am sure that we were never cleared for any approach; and again this was probably due to the jammed frequency. I remained on the 270 heading and saw that we were going through the localizer; and I also could see an aircraft out and to my left which seemed to be on final for 36 left. Without approach clearance; I was very hesitant to just turn back to a final for 36 Right. Remember; I had heard an earlier aircraft given a runway switch to the left side. On the other hand; of course I was VERY concerned at the idea that we could end up blundering into the path of the aircraft on final for the left. The million dollar question: Should I assume that we would have been cleared for the right side; and fly back to that localizer; possibly violating a (non)-clearance? Or continue for the left; which I believe would have become an RA? Or pull up; turn toward the airport and try to declare a missed approach on the busy frequency? My First Officer was waiting for ANY break in the continuous radio traffic; and just as we received a TA for 'TRAFFIC'; we heard a more urgent toned; but blocked radio transmission. My First Officer immediately said on the radio that the call was blocked but that we were re-intercepting final for 36 Right. Then the Controller came back and possibly said that we flew through final; and switch to Tower (?) (I am not sure exactly what he said; though his demeanor seemed polite). I keyed the mic and stated; 'You never cleared us'; and he said (I think); 'I know; thanks; switch to Tower.' I wish that I would've politely asked for a phone number for that Controller after we landed. I would still like to clear up my million-dollar question. Also; I wish that somehow CLT would maybe increase traffic separation standards. I have known several people who have had to perform go-arounds (I think that I was one of them 2 or years ago); and I also heard about a significant wake encounter in one of our jets while flying in and out of CLT in past years. I believe that I am somehow going to be a lot more proactive when approaching busier parallel-runway airports. I still may not have been able to ascertain clearance for the approach; but I would probably execute a missed approach and stay safe prior to flying through final and also get their attention that way. I know that controllers sometimes miss making calls; and that pilots sometimes miss getting them. I am primarily interested in bringing attention to this matter in the busy CLT airspace.
An aircraft on approach to CLT during a very high traffic period did not receive Runway 36R approach clearance and had a TCAS alert after overshooting the LOC before turning toward the runway.