Narrative:

While [we were] enroute; ARTCC re-routed us due to weather developing. Just after reaching a common leg fix; approach began vectoring us for the ILS 35 approach. The controller was vectoring other traffic around rapidly developing convective weather in the area. Descending through 12;000 ft we flew under a well defined cloud base of a rapidly developing cell with moderate rain falling underneath it. As we passed through the precipitation; we experienced a strong static discharge off the nose of the aircraft. It began as bright purple st. Elmo's fire off the ice detect probe; and ended in a brilliant purple tube of plasma discharging off the front of the radome. We never saw or heard any clues that would indicate we experienced a lightning strike; however we did have a lot of static on the radios. Approximately 5 miles outside of the 35 FAF; the first officer (pilot flying); called 'gear down; final descent checklist;' the captain (pilot not flying) read the checklist and noticed that the landing gear panel indicator was blank. The lights test switch was selected; all the landing gear lights illuminated normally; but went blank again when the lights test switch was returned to normal. The captain conferred with the first officer. Because of the static discharge on the approach; we believed that we might have damaged one or more of the lgciu's or something else in the electrical system. The decision was made to execute a missed approach and sort out the problem in the air; with the assistance of dispatch and maintenance by radio. Tower was advised that a missed approach was necessary due to an abnormal gear indication. ATC provided radar delay vectors northwest of the airport while we sorted out the problem. An ACARS message was sent to dispatch requesting contact by radio. Dispatch replied with a local arinc frequency 130.4 mhz. The captain attempted contact several times on the frequency but was unable to reach dispatch. The captain sent an ACARS message to dispatch saying 'unable contact on 130.4.' dispatch replied with an ACARS message requesting contact on another frequency 131.35 mhz. The captain attempted contact several more times on frequency 131.35; again no contact. Meanwhile the weather at our destination and our alternate was deteriorating; and we were unable to contact dispatch and/or maintenance to discuss our options. The captain made the decision to declare an emergency. An ACARS message was sent to dispatch advising them of our landing gear indication problem; declaring an emergency with ATC and intent to land at our filed destination. TRACON advised and we requested arff assistance on landing. The flight attendants were briefed on the landing gear indication problem. Although we believed that the gear was down; we had no way of verifying it in the cockpit. We didn't think a full prep for evacuate/evacuation was necessary and briefed the flight attendants accordingly. Although; just in case a serious problem did arise on landing; we asked them to be prepared to evacuate/evacuation on short notice should it become necessary. When ready for the approach; TRACON vectored us for the ILS 16. Our intent was to configure the aircraft early for the approach and attempt to verify the condition of the gear prior to landing. Five miles prior to the FAF on the ILS 16; the first officer called 'gear down; final decent checklist.' this time; the landing gear indicator displayed normal gear indications. ATC was advised and continued the approach. We experienced a normal landing and rollout on 16R. We exited the runway taxiway; and taxied to our gate.

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Original NASA ASRS Text

Title: An A319 descended through a strong convective static field which affected radio communications and when the landing gear were lowered the LANDING GEAR PANEL was blank so a go around was executed; an emergency declared and on the second attempt; gear down indications were normal.

Narrative: While [we were] enroute; ARTCC re-routed us due to weather developing. Just after reaching a common leg fix; Approach began vectoring us for the ILS 35 approach. The Controller was vectoring other traffic around rapidly developing convective weather in the area. Descending through 12;000 FT we flew under a well defined cloud base of a rapidly developing cell with moderate rain falling underneath it. As we passed through the precipitation; we experienced a strong static discharge off the nose of the aircraft. It began as bright purple St. Elmo's Fire off the Ice Detect Probe; and ended in a brilliant purple tube of plasma discharging off the front of the Radome. We never saw or heard any clues that would indicate we experienced a lightning strike; however we did have a lot of static on the radios. Approximately 5 miles outside of the 35 FAF; the First Officer (pilot flying); called 'Gear Down; Final Descent Checklist;' the Captain (pilot not flying) read the checklist and noticed that the LANDING GEAR PANEL indicator was blank. The LIGHTS TEST switch was selected; all the LANDING GEAR lights illuminated normally; but went blank again when the LIGHTS TEST switch was returned to normal. The Captain conferred with the First Officer. Because of the Static Discharge on the approach; we believed that we might have damaged one or more of the LGCIU's or something else in the electrical system. The decision was made to execute a missed approach and sort out the problem in the air; with the assistance of Dispatch and Maintenance by radio. Tower was advised that a Missed Approach was necessary due to an abnormal gear indication. ATC provided radar delay vectors northwest of the airport while we sorted out the problem. An ACARS message was sent to Dispatch requesting contact by radio. Dispatch replied with a local ARINC frequency 130.4 MHz. The Captain attempted contact several times on the frequency but was unable to reach Dispatch. The Captain sent an ACARS message to Dispatch saying 'Unable contact on 130.4.' Dispatch replied with an ACARS message requesting contact on another frequency 131.35 MHz. The Captain attempted contact several more times on frequency 131.35; again no contact. Meanwhile the weather at our destination and our alternate was deteriorating; and we were unable to contact Dispatch and/or Maintenance to discuss our options. The Captain made the decision to declare an emergency. An ACARS message was sent to Dispatch advising them of our Landing Gear Indication problem; declaring an Emergency with ATC and intent to land at our filed destination. TRACON advised and we requested ARFF assistance on landing. The flight attendants were briefed on the Landing Gear Indication problem. Although we believed that the gear was down; we had no way of verifying it in the cockpit. We didn't think a full prep for EVAC was necessary and briefed the flight attendants accordingly. Although; just in case a serious problem did arise on landing; we asked them to be prepared to EVAC on short notice should it become necessary. When ready for the approach; TRACON vectored us for the ILS 16. Our intent was to configure the aircraft early for the approach and attempt to verify the condition of the gear prior to landing. Five miles prior to the FAF on the ILS 16; the First Officer called 'Gear Down; Final Decent Checklist.' This time; the Landing Gear Indicator displayed normal gear indications. ATC was advised and continued the approach. We experienced a normal landing and rollout on 16R. We exited the runway taxiway; and taxied to our gate.

Data retrieved from NASA's ASRS site as of April 2012 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.