Narrative:

I was the first officer assigned to operate aircraft X from ZZZ1 to ZZZ. The far 121 flight was a revenue flight; operating on an IFR flight plan; and under daytime VFR conditions. I was the pilot monitoring. During our descent into ZZZ; we were advised by center that we were to expect a landing on runway xxr at ZZZ. The captain and I performed our approach briefing procedures; briefed the passengers; and began a descent on the arrival. After crossing one of the lower altitude fixes; TRACON vectored us for an approach to xxr. The latest ATIS information for ZZZ stated that they were landing xyl and xxr; with the winds at 290 @ 7 with light rain. As we got closer to the airport; ATC advised us that there was an aircraft on final approach for xxr and they would have a PIREP for us shortly. There was light rain between the FAF (final approach fix) and the runway. ATC then reported that the ride through the rain was smooth so we continued with the approach. As we joined the final approach course; ATC then advised us that the previous aircraft reported a loss of 20 kts airspeed on short final. The captain and I agreed that sidestepping to xxl would keep us away from the rain on xxr. We then set up the RNAV approach for xxl to back up our visual approach. The approach was standard and visibility was clear.as we continued lower; at approximately 400 ft; the rain from the west had begun to make its way closer to the final approach course for xxl. The ride was smooth and visibility was good as we entered into light rain. As we began the round out and flare portion of our landing; the aircraft began to lose lift and rapidly sink. The auto thrust was engaged the entire approach up to the point at which the captain reduced power per the aircraft call outs. We received no warnings from the aircraft's predictive or reactive windshear alerting systems. We also didn't receive any excessive pitch or speed warnings as the nose began to rise to maintain our rate of descent. It was at this time the captain initiated a go around by advancing the throttles to toga (takeoff go-around). What seemed like immediately thereafter; the aircraft quickly lost a significant amount of lift and settled onto the runway in a nose high attitude. The aircraft bounced back into the air and we climbed away; executing our go around procedure. We then completed our after takeoff checklist and prepared for another approach into ZZZ. We didn't suspect that there was any damage to the aircraft. ATC then vectored us for an approach to xyl. As we were setting up for that runway; we were advised that the winds were out of the north at 17 kts; exceeding our maximum tailwind landing limitations. We remained at our vectoring altitude; and overflew the runway. ATC then gave us vectors to the east and then south and turned the airport around to land north. We were then cleared for the ILS xzr; but were then advised that the ILS was out of service for that runway; so we set up for the RNAV xzr. We again briefed for the approach and landing to xzr. We landed on xzr; and taxied to the gate without incident.during this flight; we briefed the passengers in accordance to our fom (flight operations manual). In addition; we briefed the flight attendants before every landing attempt to prepare for the cabin for landing. Upon performing my post flight inspection; I discovered that we had impacted the runway with the underside of the rear fuselage and empennage during our go around. The airplane was then taken out of service for repairs. After having time to review the events that transpired on this flight; I feel that an increase to our vref speed might have given us more energy to aid in maintaining lift during the windshear event.

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Original NASA ASRS Text

Title: Air carrier flight crew reported windshear on landing and had a tailstrike.

Narrative: I was the First Officer assigned to operate Aircraft X from ZZZ1 to ZZZ. The FAR 121 flight was a revenue flight; operating on an IFR flight plan; and under daytime VFR conditions. I was the pilot monitoring. During our descent into ZZZ; we were advised by Center that we were to expect a landing on Runway XXR at ZZZ. The Captain and I performed our approach briefing procedures; briefed the passengers; and began a descent on the arrival. After crossing one of the lower altitude fixes; TRACON vectored us for an approach to XXR. The latest ATIS information for ZZZ stated that they were landing XYL and XXR; with the winds at 290 @ 7 with light rain. As we got closer to the airport; ATC advised us that there was an aircraft on final approach for XXR and they would have a PIREP for us shortly. There was light rain between the FAF (Final Approach Fix) and the runway. ATC then reported that the ride through the rain was smooth so we continued with the approach. As we joined the final approach course; ATC then advised us that the previous aircraft reported a loss of 20 kts airspeed on short final. The Captain and I agreed that sidestepping to XXL would keep us away from the rain on XXR. We then set up the RNAV approach for XXL to back up our visual approach. The approach was standard and visibility was clear.As we continued lower; at approximately 400 ft; the rain from the west had begun to make its way closer to the final approach course for XXL. The ride was smooth and visibility was good as we entered into light rain. As we began the round out and flare portion of our landing; the aircraft began to lose lift and rapidly sink. The auto thrust was engaged the entire approach up to the point at which the Captain reduced power per the aircraft call outs. We received no warnings from the aircraft's predictive or reactive windshear alerting systems. We also didn't receive any excessive pitch or speed warnings as the nose began to rise to maintain our rate of descent. It was at this time the Captain initiated a go around by advancing the throttles to TOGA (Takeoff Go-Around). What seemed like immediately thereafter; the aircraft quickly lost a significant amount of lift and settled onto the runway in a nose high attitude. The aircraft bounced back into the air and we climbed away; executing our go around procedure. We then completed our after takeoff checklist and prepared for another approach into ZZZ. We didn't suspect that there was any damage to the aircraft. ATC then vectored us for an approach to XYL. As we were setting up for that runway; we were advised that the winds were out of the north at 17 kts; exceeding our maximum tailwind landing limitations. We remained at our vectoring altitude; and overflew the runway. ATC then gave us vectors to the east and then south and turned the airport around to land north. We were then cleared for the ILS XZR; but were then advised that the ILS was out of service for that runway; so we set up for the RNAV XZR. We again briefed for the approach and landing to XZR. We landed on XZR; and taxied to the gate without incident.During this flight; we briefed the passengers in accordance to our FOM (Flight Operations Manual). In addition; we briefed the flight attendants before every landing attempt to prepare for the cabin for landing. Upon performing my post flight inspection; I discovered that we had impacted the runway with the underside of the rear fuselage and empennage during our go around. The airplane was then taken out of service for repairs. After having time to review the events that transpired on this flight; I feel that an increase to our Vref speed might have given us more energy to aid in maintaining lift during the windshear event.

Data retrieved from NASA's ASRS site 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.