Date: 201701
Local time of day: 0601-1200
Location: LGA.Airport, NY
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 900 (CRJ900)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Landing
Airspace: Class B NYC
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: I (the FO) was hand flying the visual approach to RWY 22 with back-up guidance from the Localizer and glide Slope. The approach was stable through both 1000 and 500 feet; but as we passed through approximately 100 AGL I began to shallow-out the descent prematurely. The captain provided positive guidance to lower the nose which I was working to follow - albeit too slowly. I became uncomfortable with the necessary nose down pitch and the captain called for the go-around. Since we were descending below 50 feet; I elected to advance the thrust levers into APR and began to raise the nose into an appropriate go-around pitch attitude. The aircraft touched down on the main gear and the captain elected to abort the go-around and pulled the throttles to idle and then reverse along with applying brakes. The aircraft slowed and the captain exited onto taxiway CY and we then taxied to the gate. Upon arrival at the gate the captain contacted maintenance and notified them that we may have had a hard landing.Following the event the captain and I spoke at length about how the situation developed. As a pilot new to turbo-jet aircraft; I recognize that I need to be very diligent in maintaining my scan both inside and outside the aircraft - particularly in visual conditions. Had I continued to include the glide slope indicator and VSI in my scan for the final mile; (something I have since stringently adhered to) this event would never have occurred. As a suggestion; I would advocate that new FOs should do at least 60 to 70 percent of the flying during their Initial Operation Experience. Although the need to function effectively as a pilot monitoring is important; I suggest that placing a premium on the hand-flying experience our new FOs garner under the guidance of a check airman might serve us well.The talks I've enjoyed with both long-serving and recently upgraded Captains; seems to identify that the slow growth of the industry over the past decade allowed our organization to acclimate to a corps of very seasoned veterans. Maybe there is value; for the time being; to specifically and regularly emphasize the increased operational complexities that are resulting from the influx of new talent into our organization.




Synopsis: CRJ-900 First Officer reported commencing a low altitude go-around; but when the main gear touched the ground the Captain pulled the power levers back and performed the landing.