Narrative:

While shooting a visual approach to runway 8 at ontario, we were in moderate turbulence on final with winds of 040/35 gust to 48. I was flying the aircraft on the ILS. When approximately 20 ft off the runway from touchdown I experienced a 20 plus wind gust which lifted the aircraft tail up, nose down. I attempted to recover but the gust then dissipated and we began to sink. I initiated a go around which was uneventful. The captain decided to take the aircraft for the next approach as that I was pretty upset about doing the go around. We went to departure control and approach control for sequencing to final. I was now working the radios. The approach controller stated that we were cleared for the visual to runway 8. I never called the tower for landing clearance and we landed. It was not until after landing that I realized that the radio was still on approach frequency. It was purely my fault, no excuses! Looking back on the situation, I was so upset with having to do a go around that I lost my perspective of the chain of required events. This was my first landing on over 4 months due to illness. This was one hell of an initiation back to the line. It just happened to work out this way for no fault but my own. The captain did a great job on the next approach. I finished the 3 day trip with no other problems. My reflective thought on this matter is that I got so wrapped up on doing the go around in clear WX, other than the turbulence, that I never got my mind back on the task of the next approach. I have truly learned a lesson from this matter. We are trained that gars are something that is performed when the visibility is low or there is a conflict on the runway. Performing one for wind gust just was not an item I expected to make me do this task. Right after the go around was initiated we did get a 'windshear' warning on our ground proximity system. It was accompanied by a 35 KT loss of airspeed. I don't feel real bad about doing the maneuver, just about my performance afterwards. Supplemental information from acn 228825. In an unusual situation with adverse conditions and an inexperienced copilot it is difficult to maintain proper situational awareness at times.

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Original NASA ASRS Text

Title: UNAUTHORIZED LNDG. LWOC.

Narrative: WHILE SHOOTING A VISUAL APCH TO RWY 8 AT ONTARIO, WE WERE IN MODERATE TURB ON FINAL WITH WINDS OF 040/35 GUST TO 48. I WAS FLYING THE ACFT ON THE ILS. WHEN APPROX 20 FT OFF THE RWY FROM TOUCHDOWN I EXPERIENCED A 20 PLUS WIND GUST WHICH LIFTED THE ACFT TAIL UP, NOSE DOWN. I ATTEMPTED TO RECOVER BUT THE GUST THEN DISSIPATED AND WE BEGAN TO SINK. I INITIATED A GAR WHICH WAS UNEVENTFUL. THE CAPT DECIDED TO TAKE THE ACFT FOR THE NEXT APCH AS THAT I WAS PRETTY UPSET ABOUT DOING THE GAR. WE WENT TO DEP CTL AND APCH CTL FOR SEQUENCING TO FINAL. I WAS NOW WORKING THE RADIOS. THE APCH CTLR STATED THAT WE WERE CLRED FOR THE VISUAL TO RWY 8. I NEVER CALLED THE TWR FOR LNDG CLRNC AND WE LANDED. IT WAS NOT UNTIL AFTER LNDG THAT I REALIZED THAT THE RADIO WAS STILL ON APCH FREQ. IT WAS PURELY MY FAULT, NO EXCUSES! LOOKING BACK ON THE SITUATION, I WAS SO UPSET WITH HAVING TO DO A GAR THAT I LOST MY PERSPECTIVE OF THE CHAIN OF REQUIRED EVENTS. THIS WAS MY FIRST LNDG ON OVER 4 MONTHS DUE TO ILLNESS. THIS WAS ONE HELL OF AN INITIATION BACK TO THE LINE. IT JUST HAPPENED TO WORK OUT THIS WAY FOR NO FAULT BUT MY OWN. THE CAPT DID A GREAT JOB ON THE NEXT APCH. I FINISHED THE 3 DAY TRIP WITH NO OTHER PROBLEMS. MY REFLECTIVE THOUGHT ON THIS MATTER IS THAT I GOT SO WRAPPED UP ON DOING THE GAR IN CLR WX, OTHER THAN THE TURB, THAT I NEVER GOT MY MIND BACK ON THE TASK OF THE NEXT APCH. I HAVE TRULY LEARNED A LESSON FROM THIS MATTER. WE ARE TRAINED THAT GARS ARE SOMETHING THAT IS PERFORMED WHEN THE VISIBILITY IS LOW OR THERE IS A CONFLICT ON THE RWY. PERFORMING ONE FOR WIND GUST JUST WAS NOT AN ITEM I EXPECTED TO MAKE ME DO THIS TASK. RIGHT AFTER THE GAR WAS INITIATED WE DID GET A 'WINDSHEAR' WARNING ON OUR GND PROX SYS. IT WAS ACCOMPANIED BY A 35 KT LOSS OF AIRSPD. I DON'T FEEL REAL BAD ABOUT DOING THE MANEUVER, JUST ABOUT MY PERFORMANCE AFTERWARDS. SUPPLEMENTAL INFO FROM ACN 228825. IN AN UNUSUAL SITUATION WITH ADVERSE CONDITIONS AND AN INEXPERIENCED COPLT IT IS DIFFICULT TO MAINTAIN PROPER SITUATIONAL AWARENESS AT TIMES.

Data retrieved from NASA's ASRS site as of July 2007 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.