Narrative:

All sops were followed to the best of my ability and knowledge. Just west of teb on a heading; speed; altitude of 5;000 [feet]; approach issued a clearance of speed 180 then descend to 3;000 [feet]. The aircraft was on autopilot B. MCP speed 180 flaps to 5; speed 195 and slowing. I called for flaps 10 and level change; [extended the] speed brake and as aircraft started descent; ATC [assigned] speed 180 then descend. The aircraft was 185 to 180 when call answered. Clearance of a heading to intercept 22L and speed 170. ATC was very busy and no approach clearance was received as we flew past the FAF. The captain stated for me to 'start down'. I stated we did not receive approach clearance. Captain switched to tower and asked if we were cleared to land. Tower gave us clearance to land; because of the uncertainty but logical transfer of tower giving us the clearance to land; I followed the captain's demands. I uncoupled the autopilot; requested gear down; flaps 15; then 25 as I approached 1;500 [feet]; slowing aircraft on flaps schedule while assessing the traffic ahead. Flaps 30; [on] target; on path and speed at 1;300 feet. Because of the uncertainty I again requested a response [from] the captain for landing clearance on short final. To make the 35 [feet] over the runway I stated to the captain I would bring the aircraft to three pink over the end. The preceding aircraft wake turbulence was evident but minimal. I was straight down the runway centerline; with 1 to 4 degrees of left; then right aileron etc; (no rudder) to compensate [for] the wake. The aircraft started to balloon once and was immediately smoothly arrested on profile. For no apparent reason; at approximately 20 feet the captain abruptly called 'I have the aircraft' and commandeered the plane. I immediately took my left hand off the throttles but never saw the captain cover the throttles until he hit the pavement. His command of the aircraft was no different in aileron control. While braking the captain stated hold short of 22R. I did not hear any transmission from tower until we were already holding at 22R and acknowledged to hold at 22R for the next two aircraft.

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Original NASA ASRS Text

Title: B737NG First Officer reported the Captain took control of the aircraft on short final for unknown reasons.

Narrative: All SOPs were followed to the best of my ability and knowledge. Just west of TEB on a heading; speed; altitude of 5;000 [feet]; Approach issued a clearance of speed 180 then descend to 3;000 [feet]. The aircraft was on autopilot B. MCP speed 180 flaps to 5; speed 195 and slowing. I called for flaps 10 and level change; [extended the] speed brake and as aircraft started descent; ATC [assigned] speed 180 then descend. The aircraft was 185 to 180 when call answered. Clearance of a heading to intercept 22L and speed 170. ATC was very busy and no approach clearance was received as we flew past the FAF. The Captain stated for me to 'start down'. I stated we did not receive approach clearance. Captain switched to Tower and asked if we were cleared to land. Tower gave us clearance to land; because of the uncertainty but logical transfer of Tower giving us the clearance to land; I followed the Captain's demands. I uncoupled the autopilot; requested gear down; flaps 15; then 25 as I approached 1;500 [feet]; slowing aircraft on flaps schedule while assessing the traffic ahead. Flaps 30; [on] target; on path and speed at 1;300 feet. Because of the uncertainty I again requested a response [from] the Captain for landing clearance on short final. To make the 35 [feet] over the RWY I stated to the Captain I would bring the aircraft to three pink over the end. The preceding aircraft wake turbulence was evident but minimal. I was straight down the runway centerline; with 1 to 4 degrees of left; then right aileron etc; (no rudder) to compensate [for] the wake. The aircraft started to balloon once and was immediately smoothly arrested on profile. For no apparent reason; at approximately 20 feet the Captain abruptly called 'I have the aircraft' and commandeered the plane. I immediately took my left hand off the throttles but never saw the Captain cover the throttles until he hit the pavement. His command of the aircraft was no different in aileron control. While braking the Captain stated hold short of 22R. I did not hear any transmission from Tower until we were already holding at 22R and acknowledged to hold at 22R for the next two aircraft.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.