Narrative:

Upon obtaining visual on the airfield we commenced the visual approach to runway 23 with ATC clearance. The captain had told me not to cancel IFR clearance; we would cancel on the ground. After overflying the field to enter a left downwind for runway 23 at pattern altitude of 3;100 MSL we began to experience continuous moderate turbulence. From personal experience I would estimate the winds at that altitude were gusting between 40 and 50 KTS. Once established on the downwind we received a GPWS terrain warning. Instantly the captain transitioned to a climb and cleared the warning. We still are not sure of any terrain in our flight path as both the captain and I are familiar with the area. After transitioning to base and then final we were too high to perform a stable approach due to the terrain avoidance maneuver. The captain decided to execute a go around and made the proper calls to me to perform my duties. On the upwind leg I performed a climb flow/checklist and was interrupted by someone on the radio asking if we were okay and the reason for the go around. We would later find out that the person I was talking to was on CTAF; not center. It is still not clear who exactly was calling us. On the second pattern the captain decided to fly higher than pattern altitude due to the high winds and the terrain warning we received on the previous pattern. We continued the pattern with an extended downwind and executed a normal landing. The turbulence remained at continuous moderate until approximately 200 AGL. After landing and clearing the runway I called center to cancel IFR and was informed of the error that we had made. The controller advised us that we flew higher than traffic pattern altitude on go around and neglected to contact ATC. High winds; heavy turbulence; and the high workload during missed approach phase contributed to the oversight of contacting ATC.

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Original NASA ASRS Text

Title: SF340 First Officer reports a GPWS warning and escape maneuver during a night visual approach in moderate turbulence to an uncontrolled airport. The escape maneuver causes a missed approach and climb above pattern altitude but Center is not contacted. After landing Center is contacted to cancel IFR and the reporter is informed of his error.

Narrative: Upon obtaining visual on the airfield we commenced the visual approach to Runway 23 with ATC clearance. The Captain had told me not to cancel IFR clearance; we would cancel on the ground. After overflying the field to enter a left downwind for Runway 23 at pattern altitude of 3;100 MSL we began to experience continuous moderate turbulence. From personal experience I would estimate the winds at that altitude were gusting between 40 and 50 KTS. Once established on the downwind we received a GPWS terrain warning. Instantly the Captain transitioned to a climb and cleared the warning. We still are not sure of any terrain in our flight path as both the Captain and I are familiar with the area. After transitioning to base and then final we were too high to perform a stable approach due to the terrain avoidance maneuver. The Captain decided to execute a go around and made the proper calls to me to perform my duties. On the upwind leg I performed a climb flow/checklist and was interrupted by someone on the radio asking if we were okay and the reason for the go around. We would later find out that the person I was talking to was on CTAF; not Center. It is still not clear who exactly was calling us. On the second pattern the Captain decided to fly higher than pattern altitude due to the high winds and the terrain warning we received on the previous pattern. We continued the pattern with an extended downwind and executed a normal landing. The turbulence remained at continuous moderate until approximately 200 AGL. After landing and clearing the runway I called Center to cancel IFR and was informed of the error that we had made. The Controller advised us that we flew higher than traffic pattern altitude on go around and neglected to contact ATC. High winds; heavy turbulence; and the high workload during missed approach phase contributed to the oversight of contacting ATC.

Data retrieved from NASA's ASRS site as of April 2012 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.