Narrative:

[I was] the pilot flying the ILS 4R into newark the aircraft encountered turbulence and wind shear on short final. The winds encountered ranged from 310 to 330 at around 15 gusting to 25. I had input a 10 knot gust correction into the landing page and target speed was 153. I was stable at 500 feet for the conditions while fighting the gusts and turbulence and kicked off the autothrottles as they were having trouble keeping up.as I was making continuous inputs to counteract the gusts and turbulence into the flare; I had drifted slightly right of centerline track and was correcting back. As I came over the threshold and was about to start adding the crosswind controls and flare inputs; I noticed a rapid increase in airspeed from 7 to 10 knots due to a gust. I decided to pull the power starting an earlier than normal power reduction to compensate as I heard the 30 feet call from the radio altimeter. As I moved the throttles quickly to idle in hopes of catching the airspeed to touchdown; it rapidly bled off as I was establishing my landing picture.a very firm touchdown and bounce resulted. The bounce surprised me as I didn't expect it but I immediately advanced the throttles and called for a go around. The airplane remained in a normal touchdown attitude and did not sink back to the runway as I started the go around procedure. As I was immediately advancing the throttles to GA setting I missed hitting the toga switch thinking I had done it. The configuration and calls were made subsequently with tower giving us a right turn out to 060 and climb initially to 2;500. Since the toga button wasn't activated the FD was giving erroneous commands from the previous approach mode so it took me a bit to disregard the bad info and transition to raw data.the captain was busy following up on the go-around and configuration while responding to the climb out instructions from the tower. As the MCP and fds were not responding as expected he was likewise caught off guard. I managed to get to the 060 heading and keep a safe and controlled altitude and climb out going but my turn to 060 was definitely delayed and not as smooth and expeditious as I would have liked. The captain was wondering the same thing I was why the MCP was not responding as expected but he turned the fds off and back on which restored the desired commands. We cleaned the aircraft up and were given subsequent turns to 020 and 290 and climbs to 4;000 and 5;000 for vectors back around.the captain flew the ensuing approach and landing which were uneventful. After landing a deadheading flight attendant (flight attendant) told us the landing had jarred his neck a bit. The other flight attendants said they were ok; but we found out later they had gone to the clinic for a check and were checked out with no injuries. No passenger injuries were mentioned to us. The captain wrote up the bounced landing and maintenance checked the plane over. No indications of a hard landing requiring further inspections or tail strike were found. As we were scheduled to fly the same jet for the next leg we preflighted it and flew our next leg uneventfully.

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Original NASA ASRS Text

Title: B737 flight crew reported executing a go-around after a bounced landing due to a low level windshear during landing flare.

Narrative: [I was] the Pilot Flying the ILS 4R into Newark the aircraft encountered turbulence and wind shear on short final. The winds encountered ranged from 310 to 330 at around 15 gusting to 25. I had input a 10 knot gust correction into the landing page and target speed was 153. I was stable at 500 feet for the conditions while fighting the gusts and turbulence and kicked off the autothrottles as they were having trouble keeping up.As I was making continuous inputs to counteract the gusts and turbulence into the flare; I had drifted slightly right of centerline track and was correcting back. As I came over the threshold and was about to start adding the crosswind controls and flare inputs; I noticed a rapid increase in airspeed from 7 to 10 knots due to a gust. I decided to pull the power starting an earlier than normal power reduction to compensate as I heard the 30 feet call from the radio altimeter. As I moved the throttles quickly to idle in hopes of catching the airspeed to touchdown; it rapidly bled off as I was establishing my landing picture.A very firm touchdown and bounce resulted. The bounce surprised me as I didn't expect it but I immediately advanced the throttles and called for a go around. The airplane remained in a normal touchdown attitude and did not sink back to the runway as I started the go around procedure. As I was immediately advancing the throttles to GA setting I missed hitting the TOGA switch thinking I had done it. The configuration and calls were made subsequently with Tower giving us a right turn out to 060 and climb initially to 2;500. Since the TOGA button wasn't activated the FD was giving erroneous commands from the previous approach mode so it took me a bit to disregard the bad info and transition to raw data.The Captain was busy following up on the go-around and configuration while responding to the climb out instructions from the Tower. As the MCP and FDs were not responding as expected he was likewise caught off guard. I managed to get to the 060 heading and keep a safe and controlled altitude and climb out going but my turn to 060 was definitely delayed and not as smooth and expeditious as I would have liked. The Captain was wondering the same thing I was why the MCP was not responding as expected but he turned the FDs off and back on which restored the desired commands. We cleaned the aircraft up and were given subsequent turns to 020 and 290 and climbs to 4;000 and 5;000 for vectors back around.The Captain flew the ensuing approach and landing which were uneventful. After landing a deadheading FA (Flight Attendant) told us the landing had jarred his neck a bit. The other flight attendants said they were ok; but we found out later they had gone to the clinic for a check and were checked out with no injuries. No passenger injuries were mentioned to us. The Captain wrote up the bounced landing and Maintenance checked the plane over. No indications of a hard landing requiring further inspections or tail strike were found. As we were scheduled to fly the same jet for the next leg we preflighted it and flew our next leg uneventfully.

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.