Narrative:

This event occurred in a cessna citation south/ii on the visual descent from MDA of a non precision approach. At approximately XA00 the captain and I repositioned the aircraft to ZZZ from ZZZ1. WX at the destination was reporting 600 ft overcast; 4 mi visibility; and winds 060 degrees around 20 KTS. We were being vectored for the localizer 35 at ZZZ. I was the PF and did not have runway contact at a suitable enough time and initiated a go around. We received vectors from bos approach for a second attempt and the WX was reporting the same except with winds now 080 degrees at 20 KTS. ATC reported level 3 WX south of ZZZ and gave us vectors for a right downwind to the localizer 35 ZZZ. The approach was conducted according to profile; and was normal with the runway in sight during descent to the MDA. Upon transition from MDA to descent to the runway threshold; we began to encounter rain; and stronger gusts. As we entered the landing flare; the rain became heavy and made forward visibility difficult. At the same time; we began to encounter an increasing wind shift to the tail of the aircraft which seemed to be causing us to float past the first 1/3 of the runway; our planned/profiled landing zone. At the first onset of this windshear and reduced visibility; we initiated a go around; and I added go around power immediately. The wheels momentarily touched the surface and we were airborne immediately and on the go around profile. At about 300-400 ft; the aircraft would not respond very well to pitch up command in the now clean confign due to the same windshear condition. A few seconds later we were able to climb out of it and climbed to the ATC request of 3000 ft. We continued uneventfully to ZZZ1 where we conducted the ILS 11; and landed without further incident. Upon the postflt inspection of the aircraft; I noticed there was left outboard flap damage; due to an apparent runway light strike. I immediately alerted the captain; who followed our procedures to notify the director of operations. We followed company procedures for notification and cooperated fully with company and investigative requests. What I learned from this incident was how fast the effects of windshear take place; and how little reaction time is required. I believe that quick reaction to the possibility of windshear may have prevented further damage; as well as prevented an incident to become an accident. I believe that contributing factors to this incident were: 1) the crew's decision to conduct the approach within 10 mi of reported level 3 WX; 2) the crosswind shifting to tailwind within seconds; and 3) the reduced visibility due to the heavy rain that began to fall at a critical phase of flight in the landing flare.

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Original NASA ASRS Text

Title: A C550 PLT RPTS FLAP DAMAGE FROM RWY LIGHT CONTACT SUSTAINED DURING A LOW VISIBILITY WINDSHEAR MISSED APCH.

Narrative: THIS EVENT OCCURRED IN A CESSNA CITATION S/II ON THE VISUAL DSCNT FROM MDA OF A NON PRECISION APCH. AT APPROX XA00 THE CAPT AND I REPOSITIONED THE ACFT TO ZZZ FROM ZZZ1. WX AT THE DEST WAS RPTING 600 FT OVCST; 4 MI VISIBILITY; AND WINDS 060 DEGS AROUND 20 KTS. WE WERE BEING VECTORED FOR THE LOC 35 AT ZZZ. I WAS THE PF AND DID NOT HAVE RWY CONTACT AT A SUITABLE ENOUGH TIME AND INITIATED A GAR. WE RECEIVED VECTORS FROM BOS APCH FOR A SECOND ATTEMPT AND THE WX WAS RPTING THE SAME EXCEPT WITH WINDS NOW 080 DEGS AT 20 KTS. ATC RPTED LEVEL 3 WX S OF ZZZ AND GAVE US VECTORS FOR A R DOWNWIND TO THE LOC 35 ZZZ. THE APCH WAS CONDUCTED ACCORDING TO PROFILE; AND WAS NORMAL WITH THE RWY IN SIGHT DURING DSCNT TO THE MDA. UPON TRANSITION FROM MDA TO DSCNT TO THE RWY THRESHOLD; WE BEGAN TO ENCOUNTER RAIN; AND STRONGER GUSTS. AS WE ENTERED THE LNDG FLARE; THE RAIN BECAME HVY AND MADE FORWARD VISIBILITY DIFFICULT. AT THE SAME TIME; WE BEGAN TO ENCOUNTER AN INCREASING WIND SHIFT TO THE TAIL OF THE ACFT WHICH SEEMED TO BE CAUSING US TO FLOAT PAST THE FIRST 1/3 OF THE RWY; OUR PLANNED/PROFILED LNDG ZONE. AT THE FIRST ONSET OF THIS WINDSHEAR AND REDUCED VISIBILITY; WE INITIATED A GAR; AND I ADDED GAR PWR IMMEDIATELY. THE WHEELS MOMENTARILY TOUCHED THE SURFACE AND WE WERE AIRBORNE IMMEDIATELY AND ON THE GAR PROFILE. AT ABOUT 300-400 FT; THE ACFT WOULD NOT RESPOND VERY WELL TO PITCH UP COMMAND IN THE NOW CLEAN CONFIGN DUE TO THE SAME WINDSHEAR CONDITION. A FEW SECONDS LATER WE WERE ABLE TO CLB OUT OF IT AND CLBED TO THE ATC REQUEST OF 3000 FT. WE CONTINUED UNEVENTFULLY TO ZZZ1 WHERE WE CONDUCTED THE ILS 11; AND LANDED WITHOUT FURTHER INCIDENT. UPON THE POSTFLT INSPECTION OF THE ACFT; I NOTICED THERE WAS L OUTBOARD FLAP DAMAGE; DUE TO AN APPARENT RWY LIGHT STRIKE. I IMMEDIATELY ALERTED THE CAPT; WHO FOLLOWED OUR PROCS TO NOTIFY THE DIRECTOR OF OPS. WE FOLLOWED COMPANY PROCS FOR NOTIFICATION AND COOPERATED FULLY WITH COMPANY AND INVESTIGATIVE REQUESTS. WHAT I LEARNED FROM THIS INCIDENT WAS HOW FAST THE EFFECTS OF WINDSHEAR TAKE PLACE; AND HOW LITTLE REACTION TIME IS REQUIRED. I BELIEVE THAT QUICK REACTION TO THE POSSIBILITY OF WINDSHEAR MAY HAVE PREVENTED FURTHER DAMAGE; AS WELL AS PREVENTED AN INCIDENT TO BECOME AN ACCIDENT. I BELIEVE THAT CONTRIBUTING FACTORS TO THIS INCIDENT WERE: 1) THE CREW'S DECISION TO CONDUCT THE APCH WITHIN 10 MI OF RPTED LEVEL 3 WX; 2) THE XWIND SHIFTING TO TAILWIND WITHIN SECONDS; AND 3) THE REDUCED VISIBILITY DUE TO THE HVY RAIN THAT BEGAN TO FALL AT A CRITICAL PHASE OF FLT IN THE LNDG FLARE.

Data retrieved from NASA's ASRS site as of January 2009 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.