Narrative:

On contact with initial approach; controller reported windshear warning with 15 KTS loss of airspeed reported on final. This warning was repeated several times during the approach phase. At the time of our arrival there was a thunderstorm approximately 3-5 miles northeast of the field and another storm due west approximately 10-12 miles. We were landing west and both storms were moving east-northeast. During descent; controller reported a medical emergency arriving from the north and vectored us south and west for the approach. During vectors; radar showed moderate to severe weather returns northeast and west of the field. Visually; there was moderate to heavy rain and lightning corresponding to the returns and the runways appeared wet. I was the pilot flying and briefed the potential for a go-around for possible windshear/microburst. I had briefed a full flap; low auto-brakes approach during the descent briefing. As we were being vectored we were switched to the final controller and were vectored for final approach for the ILS approach. At 5;000 ft we were turned to 290 degrees and cleared for the approach. I armed approach mode and started a descent to 3;000 ft. At the 1;000 ft call we were stable on all parameters and I noticed that the wind was directly off the nose at 14 KTS. Passing through approximately 700-800 ft the winds shifted abruptly to a right quartering tailwind of 6-8 KTS. As this was the direction of the thunderstorm I briefed the captain to begin constant verbal wind monitoring and updates. I also mentioned that any go-around would be to the south to avoid the storm moving toward the field from the west. At the 500 ft call the approach was stable with the right quartering tailwind and some light excursions of airspeed. I noted and called that the runway was clear. We continued the approach to a normal landing and taxied clear of the runway. At that time I had not heard any clearances to hold or continue; so I asked the pilot not flying to call tower for further instructions. He then called clear of the runway and asked for further instructions. At that time we were told; 'this is the final approach controller; contact ground for taxi.' it was at this point that we realized that we had never been switched over to tower for final landing clearance. We contacted ground and were given taxi instructions. We continued to the gate with no further incident. During the approach; the final controller had a much higher workload due to the medical emergency and the storms in the area and failed to switch us to tower. We missed the failure by the controller to switch us to tower because of the heightened workload caused by the thunderstorms and wind shifts that occurred on final.

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Original NASA ASRS Text

Title: Airbus flight crew reports landing without clearance after a busy approach with thunderstorms in the area and windshear on final.

Narrative: On contact with initial Approach; Controller reported windshear warning with 15 KTS loss of airspeed reported on final. This warning was repeated several times during the approach phase. At the time of our arrival there was a thunderstorm approximately 3-5 miles northeast of the field and another storm due west approximately 10-12 miles. We were landing west and both storms were moving east-northeast. During descent; Controller reported a medical emergency arriving from the north and vectored us south and west for the approach. During vectors; radar showed moderate to severe weather returns northeast and west of the field. Visually; there was moderate to heavy rain and lightning corresponding to the returns and the runways appeared wet. I was the pilot flying and briefed the potential for a go-around for possible windshear/microburst. I had briefed a full flap; low auto-brakes approach during the descent briefing. As we were being vectored we were switched to the Final Controller and were vectored for final approach for the ILS approach. At 5;000 FT we were turned to 290 degrees and cleared for the approach. I armed approach mode and started a descent to 3;000 FT. At the 1;000 FT call we were stable on all parameters and I noticed that the wind was directly off the nose at 14 KTS. Passing through approximately 700-800 FT the winds shifted abruptly to a right quartering tailwind of 6-8 KTS. As this was the direction of the thunderstorm I briefed the Captain to begin constant verbal wind monitoring and updates. I also mentioned that any go-around would be to the south to avoid the storm moving toward the field from the west. At the 500 FT call the approach was stable with the right quartering tailwind and some light excursions of airspeed. I noted and called that the runway was clear. We continued the approach to a normal landing and taxied clear of the runway. At that time I had not heard any clearances to hold or continue; so I asked the pilot not flying to call Tower for further instructions. He then called clear of the runway and asked for further instructions. At that time we were told; 'This is the Final Approach Controller; contact Ground for taxi.' It was at this point that we realized that we had never been switched over to Tower for final landing clearance. We contacted Ground and were given taxi instructions. We continued to the gate with no further incident. During the approach; the Final Controller had a much higher workload due to the medical emergency and the storms in the area and failed to switch us to Tower. We missed the failure by the Controller to switch us to Tower because of the heightened workload caused by the thunderstorms and wind shifts that occurred on final.

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.