AN E120 FLC WAS HIGH WHEN THEY WERE CLRED FOR THE APCH AND AS A RESULT OF THE DISTR WITH A STEEP DSCNT; THEY FAILED TO CONTACT THE TWR FOR LNDG. UNAUTH LNDG.

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SCHEDULED ACR FLT FROM ATL TO LYH. NORMAL FLT UNTIL APPROX 20 NM FROM LYH LOM WHICH IS FAF FOR ILS RWY 3 TO LYH. CLRED TO INTERCEPT LOC AND TO DSND TO 3000 FT MSL. CAPT WAS PF AND DSNDED AT 1000-1500 FPM WHICH CAUSED US TO REMAIN ABOVE GLIDE PATH AND ARRIVE AT BOJAR FAF ABOUT 800 FT HIGH. ZDC CLRED US FOR THE APCH AND HANDED US OFF TO LYH TWR AT BOJAR WHICH IS 4 NM FROM THE RWY. AS I SWITCHED THE FREQ; THE CAPT CALLED FOR THE FLAPS; GEAR; AND LNDG CHK TO THE LINE. I ALSO STARTED TIMING AND MADE ALL OF THE MANDATORY FAF CALLOUTS. IT WAS THIS FLURRY OF ACTIVITY AT THE FAF THAT DISTRACTED ME FROM CHKING IN WITH TWR AFTER SWITCHING FREQS. THE CAPT INCREASED DSCNT RATE TO 2000 FPM IN AN ATTEMPT TO CAPTURE THE GLIDE PATH. I WAS CONCERNED ABOUT THE HIGH DSCNT RATE AND WATCHED IT AND THE ALT CLOSELY TO ENSURE WE CAPTURED THE GLIDE PATH PRIOR TO LOC ONLY MINIMUMS. AT ABOUT 800 FT AGL WE BROKE OUT WITH MAYBE 2 NM VISIBILITY. SHORTLY THEREAFTER WE GOT A GPWS 'SINK RATE' WARNING. THE CAPT REDUCED THE SINK RATE AND SHORTLY THEREAFTER CAPTURED THE GLIDE PATH. FOR THE LAST MI THE APCH WAS NORMAL. JUST PRIOR TO THE FLARE; I NORMALLY MAKE A FINAL CHK OF GEAR AND FLAP POS. I NOTICED THAT WE HAD COMPLETED THE LNDG CHK BELOW THE LINE BUT I HAD NOT CALLED IT OUT. AS WE TOUCHED DOWN; I REALIZED THAT WE WERE ON TWR FREQ BUT I HAD NEVER CALLED THEM. WE COULD SEE THAT THE RWY WAS CLRED BUT HAD NOT BEEN CLRED TO LAND. I HAD MISSED THE 500 FT AGL 'NO FLAGS; GEAR CHKED DOWN; CLRED TO LAND' CALLOUT. I CONTACTED TWR ON ROLLOUT.