DISTRS; AND A LAST MIN CHANGE IN LNDG CLRNC AND TASKS; LED AN ACR'S FLC TO LAND WITHOUT A LNDG CLRNC.

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CLRED FOR LDA-A APCH AT LGA. SIT WAS VERY RELAXED; TFC LIGHT; VISIBILITY 50 MI. VECTORED TO TURN FINAL AT INTERCEPT POINT LESS THAN 6 MI. ACFT STATE (AIRSPD; ALT; CONFIGN) WAS GOOD FOR THE POS. WE WERE THEN CLRED FOR A VISUAL TO RWY 22. I ATTEMPTED TO REPLACE LDA-A IN THE FMGC WITH ILS RWY 22. IT WOULD NOT TAKE. THEN WE WERE SWITCHED TO TWR. AT THAT INSTANT; THE COCKPIT DOOR POPPED OPEN FOR NO APPARENT REASON FOLLOWED ALMOST INSTANTLY BY THE LEAD FLT ATTENDANT TRYING TO CLOSE IT. SHE HAD DIFFICULTY. I TRIED ONE MORE TIME TO INSERT ILS RWY 22. NO GOOD. CAPT ASKED FOR LNDG CHKLIST AS WE WERE RAPIDLY APCHING THE 1000 FT AGL POINT WHERE WE ARE REQUIRED TO BE STABILIZED AND FINISHED WITH CHKLIST. PNF HAS A CALL AT 1000 FT; 200 FT AND 100 FT ON VISUAL APCH SO I ALSO HAD A CALL COMING UP. WITH THE 3 INTERRUPTIONS (FMGC; COCKPIT DOOR; AND CHKLIST) COMING RIGHT ON TOP OF FREQ CHANGE TO TWR; I SIMPLY DIDN'T DO IT. UPON LNDG I LOOKED AT THE COM HEAD AND TO MY HORROR SAW IT WAS STILL ON APCH. MY REFLECTION ON THE SIT LEADS ME TO BELIEVE THAT I WAS REALLY CONCENTRATING ON THE FMGC; TRYING TO GET IT TO TAKE ILS RWY 22. I PRIDE MYSELF ON HAVING A LOT OF KNOWLEDGE ABOUT THE SYS OP AND I THINK THAT PRIDE GOT ME WRAPPED AROUND THE WRONG AXLE. THE PF WAS ALSO SUFFICIENTLY DISTR BY THESE GOINGS ON THAT HE DID NOT NOTICE THAT I HAD NOT CONTACTED THE TWR. HOW TO PREVENT THIS? WRITE IT DOWN; ADMIT IT; BE HUMILIATED SUFFICIENTLY THAT IT DOESN'T HAPPEN AGAIN. I PERSONALLY WILL ADD A SILENT PHRASE TO MY 1000 FT AGL CALL. SOMETHING LIKE ' TWR CONTACTED; CLRED TO LAND.'