B737 Next Generation Undifferentiated
Flight Crew Air Transport Pilot (ATP)
Workload; Distraction; Communication Breakdown; Confusion; Human-Machine Interface
ATC Issue All Types; Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Landing Without Clearance
Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Procedure; Human Factors; Aircraft; Chart Or Publication
Originally assigned SERFR1 arrival; which we selected and tied into runway 28L into the FMC; with the MENLO transition. We were given DESCEND VIA the arrival EXCEPT MAINTAIN 10;000. Sometime during the descent; APPROACH gave us the TIPPTOE VISUAL; which was not in the database. We advised ATC and were issue the QUIET BRIDGE VISUAL to land 28R (28L as before). The FMC would not let us enter this visual for 28R with the MENLO transition. It only came up with the CEDES transition for 28R; which cause us a great distraction in the cockpit; with both of us heads down. As we were inside of MENLO by this point; we gave up on making the box do what we wanted; and I typed in the SFO R-095 into the Fixed Page; and we dialed in the VOR Frequency on the First Officer (FO) side for raw data. By the time ATC asked if we had the field in sight; we were about 6000 feet at 10 DME. I soon realized we were excessively high; and told the FO to drop the gear; and stated 'we HAVE to get down now.' We dropped flaps as we slowed to 180. I set 2500 in the ALT window for the 10 DME fix; and then realized we were already passed it. We were in LVL change with flaps 25 as I set 1800 FT for the 6 DME fix at the San Mateo Bridge. Somewhere during this process; we were instructed to contact tower. I noted he DID NOT issue a frequency; and that I would need to look at my chart to set it; but immediately became focus on being excessively high on the PAPI. We finally were stabilized between 500-700 feet established and stabilized on the PAPI. I failed to remember to call tower for landing clearance; realizing my mistake as we touched down. I am unaware if Tower broadcast a landing clearance in the blind or not; and did not call the Tower to ask.
A stabilized approach was achieved by approximately 600 FT AGL and I made the landing. As we rolled out; we discovered we had landed without tower clearance. As we cleared the runway; I switched to tower frequency and as we waited to cross 28L they asked if we were up on frequency with them. We followed tower and ground instructions to park our maintenance ferry jet in the parking area.
A B737NG crew became overwhelmed after ATC cleared them for the SFO Runway 28R Quite Bridge Visual which would not couple with the SERFR 1 RNAV and subsequently no call was made to SFO Tower before landing.