LOW ALT ON AN ASR APCH; ACFT WAS MISALIGNED WITH RWY. RPTR CAPT TRIED TO MANEUVER FOR LNDG; BUT BECAME UNCOMFORTABLE WITH THE LOW ALT BANKING AND INITIATED A GAR. JUST AS GAR STARTED; THE FLC FELT THE LNDG GEAR TOUCH DOWN AND POSTFLT REVEALED L LNDG LIGHT AND POS LIGHTS WERE BROKEN.

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ON JUN/XX/96; AN ASR APCH WAS ATTEMPTED AT THE GRR ARPT. THAT APCH WAS BEING USED DUE TO WORK ON THE RWYS. THAT WORK DISABLED THE ILS SIGNAL; AND SHORTENED THE RWY USABLE LENGTH TO 5750 FT. THE WX AT THE TIME OF THE APCH WAS 400 FT OVCST WITH 2 MI VISIBILITY. THAT WX IS WITHIN THE MINIMUM REQUIRED TO ATTEMPT THE APCH. THE CTLR VECTORED US TO THE FINAL COURSE AND DSNDED US TO THE MINIMUMS FOR THE APCH. JUST BEFORE THE MISSED APCH POINT; THE APCH LIGHTS AND RWY CAME IN SIGHT. THE ACFT WAS POSITIONED ABOUT 2 ACFT WIDTHS TO THE L OF THE RWY CTRLINE; AND PARALLEL WITH THE RWY. UPON HAVING THE RWY IN SIGHT; I BEGAN A R TURN AND DSCNT TO ADJUST THE ACFT'S ALIGNMENT WITH THE RWY. THE R TURN WAS FOLLOWED BY A L TURN TO MAKE THE FINAL ALIGNMENT. AFTER THE L TURN WAS STARTED; I DID NOT LIKE THE SIT WE HAD -- A VERY SHORT RWY; AND MAKING ALIGNMENT TURNS ON SHORT FINAL. I COMMANDED A GAR AND WE REJECTED THE LNDG. AS THE ACFT PITCHED UP AND PWR WAS APPLIED; A SMALL BUMP WAS FELT. I THOUGHT THE L MAIN LNDG GEAR HAD TOUCHED THE RWY. THE ALIGNMENT PROB WAS DISCUSSED WITH THE CTLR AND HE UNDERSTOOD WE NEEDED TO BE FARTHER TO THE R ON FINAL TO BE EVEN CLOSE TO THE FINAL ALIGNMENT. ANOTHER APCH WAS ATTEMPTED; BUT WE SAW NOTHING AND MADE A GAR FROM THAT APCH. ONCE BACK AT THE ORIGINATING CITY; WE WERE ABLE TO SEE THE DAMAGE TO OUR ACFT. THE L LNDG LIGHT WAS BROKEN; AND THE L AFT POS LIGHT LENS WAS BROKEN. THE WINGTIP WAS UNAFFECTED. MAINT FIXED THE LIGHTS IN ABOUT 30 MINS AND THE ACFT WAS OK FOR SVC.