Narrative:

The flight was normal until overhead cfw where we began to encounter light to moderate turbulence on our descent into jax. There were also numerous cumulus cloud buildups and isolated thunderstorms in the area. Using our radar and ATC vectors we descended through the WX west/O incident. At about 15-20 (local time) we broke through a broken to overcast cloud layer at about 3000-4000' MSL and sighted jax air field at about 10 mi. We were cleared for an ILS to runway 7 at jax, flying at 1900' MSL, field in sight, and I noticed several rain showers to the northwest of the field. All appropriate checklists were complete and jax tower advised us of an air carrier flight which had experienced a loss of about 20 KTS. The bug speed for a 30 degree flap landing at our gross weight was 132 KTS. The captain elected to fly the approach at 150 KTS. After passing the final approach fix we unexpectedly encountered heavy rain. While over visibility did deteriorate, the runway remained in sight throughout the approach. From my vantage as F/east, all approach instruments were centered with a stable airspeed and stable descent rate. At DH we continued the approach. Sometime shortly thereafter the runway light 'picture' did not look right, nor feel right. I had a sinking feeling or perception, and was about to say, 'flare' when the captain advanced the throttles to maximum power and said 'we're going around, flaps 25.' sometime around here we experienced a firm T/D--I've felt actual lndgs that were harder. Missed approach went west/O incident. We held south of the field in VFR WX conditions for about 10 mins waiting for WX conditions to improve. ZJX was very helpful and vectored us to runway 31 where WX conditions were better. On approach while lowering the landing gear, we received an unsafe left main gear indication and therefore abandoned the approach. After accomplishing the pilot operating manual abnormal checklist procedures for an unsafe gear indication, I visually confirmed that the gear was in fact locked in the down position. The cockpit indication was still unsafe. Our gear problem forced us to consider the unlikely but possible emergency evacuate/evacuation we might have to conduct if the gear retracted on landing. With WX conditions varying rapidly at jax the captain elected to divert to tpa which had VFR WX and a longer runway. An uneventful landing was made at tpa after declaring an emergency with ATC. Supplemental information from acn 105148: at approximately 300' AGL/1 mi from the runway we encountered heavy rain, but the runway remained in sight. At approximately 200' AGL the aircraft began to develop a sink rate and go around power was applied and the landing phase was aborted. The aircraft did contact the runway surface during the go around. We made a normal landing in tpa. We remained on the runway until the gear was pinned and then taxied to the gate. The only thing found wrong was the bracket that holds the microswitch in the gear well was bent slightly. We had been informed by the company while en route to tpa that we might have hit a runway light in jax (threshold light).

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Original NASA ASRS Text

Title: ACR LGT ENCOUNTERS MICROBURST BELOW DECISION HEIGHT AND ACFT STRIKES RWY DURING GO AROUND.

Narrative: THE FLT WAS NORMAL UNTIL OVERHEAD CFW WHERE WE BEGAN TO ENCOUNTER LIGHT TO MODERATE TURB ON OUR DSCNT INTO JAX. THERE WERE ALSO NUMEROUS CUMULUS CLOUD BUILDUPS AND ISOLATED TSTMS IN THE AREA. USING OUR RADAR AND ATC VECTORS WE DSNDED THROUGH THE WX W/O INCIDENT. AT ABOUT 15-20 (LCL TIME) WE BROKE THROUGH A BROKEN TO OVCST CLOUD LAYER AT ABOUT 3000-4000' MSL AND SIGHTED JAX AIR FIELD AT ABOUT 10 MI. WE WERE CLRED FOR AN ILS TO RWY 7 AT JAX, FLYING AT 1900' MSL, FIELD IN SIGHT, AND I NOTICED SEVERAL RAIN SHOWERS TO THE NW OF THE FIELD. ALL APPROPRIATE CHKLISTS WERE COMPLETE AND JAX TWR ADVISED US OF AN ACR FLT WHICH HAD EXPERIENCED A LOSS OF ABOUT 20 KTS. THE BUG SPD FOR A 30 DEG FLAP LNDG AT OUR GROSS WT WAS 132 KTS. THE CAPT ELECTED TO FLY THE APCH AT 150 KTS. AFTER PASSING THE FINAL APCH FIX WE UNEXPECTEDLY ENCOUNTERED HEAVY RAIN. WHILE OVER VISIBILITY DID DETERIORATE, THE RWY REMAINED IN SIGHT THROUGHOUT THE APCH. FROM MY VANTAGE AS F/E, ALL APCH INSTRUMENTS WERE CENTERED WITH A STABLE AIRSPD AND STABLE DSCNT RATE. AT DH WE CONTINUED THE APCH. SOMETIME SHORTLY THEREAFTER THE RWY LIGHT 'PICTURE' DID NOT LOOK RIGHT, NOR FEEL RIGHT. I HAD A SINKING FEELING OR PERCEPTION, AND WAS ABOUT TO SAY, 'FLARE' WHEN THE CAPT ADVANCED THE THROTTLES TO MAX PWR AND SAID 'WE'RE GOING AROUND, FLAPS 25.' SOMETIME AROUND HERE WE EXPERIENCED A FIRM T/D--I'VE FELT ACTUAL LNDGS THAT WERE HARDER. MISSED APCH WENT W/O INCIDENT. WE HELD S OF THE FIELD IN VFR WX CONDITIONS FOR ABOUT 10 MINS WAITING FOR WX CONDITIONS TO IMPROVE. ZJX WAS VERY HELPFUL AND VECTORED US TO RWY 31 WHERE WX CONDITIONS WERE BETTER. ON APCH WHILE LOWERING THE LNDG GEAR, WE RECEIVED AN UNSAFE LEFT MAIN GEAR INDICATION AND THEREFORE ABANDONED THE APCH. AFTER ACCOMPLISHING THE PLT OPERATING MANUAL ABNORMAL CHKLIST PROCS FOR AN UNSAFE GEAR INDICATION, I VISUALLY CONFIRMED THAT THE GEAR WAS IN FACT LOCKED IN THE DOWN POS. THE COCKPIT INDICATION WAS STILL UNSAFE. OUR GEAR PROB FORCED US TO CONSIDER THE UNLIKELY BUT POSSIBLE EMER EVAC WE MIGHT HAVE TO CONDUCT IF THE GEAR RETRACTED ON LNDG. WITH WX CONDITIONS VARYING RAPIDLY AT JAX THE CAPT ELECTED TO DIVERT TO TPA WHICH HAD VFR WX AND A LONGER RWY. AN UNEVENTFUL LNDG WAS MADE AT TPA AFTER DECLARING AN EMER WITH ATC. SUPPLEMENTAL INFO FROM ACN 105148: AT APPROX 300' AGL/1 MI FROM THE RWY WE ENCOUNTERED HVY RAIN, BUT THE RWY REMAINED IN SIGHT. AT APPROX 200' AGL THE ACFT BEGAN TO DEVELOP A SINK RATE AND GO AROUND PWR WAS APPLIED AND THE LNDG PHASE WAS ABORTED. THE ACFT DID CONTACT THE RWY SURFACE DURING THE GAR. WE MADE A NORMAL LNDG IN TPA. WE REMAINED ON THE RWY UNTIL THE GEAR WAS PINNED AND THEN TAXIED TO THE GATE. THE ONLY THING FOUND WRONG WAS THE BRACKET THAT HOLDS THE MICROSWITCH IN THE GEAR WELL WAS BENT SLIGHTLY. WE HAD BEEN INFORMED BY THE COMPANY WHILE ENRTE TO TPA THAT WE MIGHT HAVE HIT A RWY LIGHT IN JAX (THRESHOLD LIGHT).

Data retrieved from NASA's ASRS site as of August 2007 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.