LANDED WRONG ARPT. NIGHT VFR. 2 ARPTS WITHIN 9 MI OF EACH OTHER AND ON THE SAME RADIAL FROM TUS. FLC SAW RWY LIGHTS WITH SAME ORIENTATION OF THE RWY AS EXPECTING AT DEST AND LANDED. THEN REALIZED IT WAS THE WRONG ARPT.

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OUR FLT PLAN HAD US FERRYING AN ACFT FROM LOUISVILLE TO MZJ TO RETURN TO ITS LESSOR. THIS WAS THE FIRST TIME INTO MZJ FOR ANY OF THE CREW AND WERE UNFAMILIAR WITH THE AREA; ENVIRONMENT AND ARPT. WE PERSONALLY DID NOT HAVE COMMERCIAL CHARTS BUT WERE PROVIDED A FAX BY OUR COMPANY OF THE RWY PERFORMANCE; LNDG PERFORMANCE; AREA CHART AND ARPT DIAGRAM. I BRIEFED THE APCH PRIOR TO TOP OF DSCNT. I WANTED TO BE IN LNDG CONFIGN; FLAPS 25 DEGS 15-20 MI OUT DUE TO THE FACT IT WAS NIGHT; FIRST TIME THERE; HIGH TERRAIN IN AREA; AND AN UNCTLED VFR THE ARPT. WE DECIDED TO GO TO THE TUCSON VOR AND TRACK OUTBOUND ON THE 308 DEG RADIAL FOR 32 DME SINCE THIS WAS THE ONLY MEANS TO NAV TO MZJ. DSNDING APPROX THROUGH 20000 FT WE WERE HANDED OVER TO TUCSON APCH WHO GAVE US DIRECT TO THE VOR; THEN DIRECT MZJ. XING THE VOR AT 10000 FT FLAPS 10 DEGS; SPD 180 KTS WE PROCEEDED TO TRACK OUT THE 308 DEG RADIAL. AT 8 DME I CONFIGURED THE ACFT FOR LNDG WITH FLAPS 25 DEGS (FLAPS 30 DEGS CLOSE IN). AT 10 DME WE SAW THE RWY LIGHTS AND IT WAS INDEED RWY 30; SO I STARTED MY DSCNT. I WAS MAINLY CONCENTRATING ON A 700-800 FPM RATE WHICH WOULD PUT ME AT THE POINT OF LNDG ON THE RWY I DESIRED. THE FE WAS HELPING ME MONITOR THE INSTS WHILE THE CAPT WAS OBSERVING OUR TERRAIN AND MOUNTAINOUS CLRNC WHILE ON THE LOOKOUT FOR VFR ACFT. SINCE WE WERE APPROX 20 MI FROM MZJ AND NO TFC OBSERVED INBOUND OR AT THE ARPT; WE CANCELED IFR WITH TUCSON APCH; WENT VFR AND SWITCHED OVER TO THE UNICOM FREQ (WE HAD BEEN MONITORING FOR ABOUT 5 MINS) AN UNEVENTFUL APCH AND LNDG WAS MADE. HOWEVER; TOWARDS THE END OF OUR ROLLOUT WE REALIZED THAT THE ARPT GND ENVIRONMENT WAS NOT RIGHT AND UPON FURTHER DISCUSSION WE REALIZED WE HAD LANDED AT THE WRONG ARPT. WE HAD LANDED AT E14 WHICH IS 5 MI E OF MZJ. WE COULD NOT TURN AROUND ON THE RWY AND COULD NOT TELL IF THE TXWY WAS WIDE ENOUGH TO EXIT SO WE SHUT DOWN OUR ENGS AT THE END OF RWY 30. THE CAPT WAS TRYING TO ESTABLISH CONTACT WITH SOMEONE ON HF FREQ TO RELAY A MESSAGE TO OUR COMPANY IN NY. I CONTACTED TUCSON APCH AND INFORMED THEM OF OUR SIT; AND THEY NOTAMED RWY 30/12 CLOSED. UNABLE TO CONTACT ANYONE ON HF; SOMEONE WAS AT E14 WHO GAVE THE CAPT A RIDE TO A TELEPHONE; AND CONTACTED NY. 2 GND HANDLERS WERE SENT FROM MZJ. THE CREW AND GND HANDLERS WALKED AND MEASURED THE TXWYS AND DETERMINED THAT IT WAS POSSIBLE TO EXIT THE RWY AND USE THE TXWY TO POS THE ACFT TO THE HOLD SHORT AREA FOR RWY 30. THIS WAS DONE WITHOUT PROB OR INCIDENT. TKOF AND LNDG DATA; AND ARPT INFO ON E14 WAS FAXED TO US. WE STARTED THE ENGS; TAXIED ONTO RWY 30; TOOK OFF E14 THEN LANDED AT MZJ WITHOUT FURTHER INCIDENT. THERE WERE NUMEROUS FACTORS LEADING UP TO THIS THAT ALONE WOULD NOT HAVE RESULTED IN THIS WRONG LNDG; BUT TOGETHER CREATED THIS SIT. BUT THERE WAS ONLY ONE ITEM THAT WAS NEVER SAID OR NOTED TO US THAT WOULD HAVE PREVENTED THIS. NOTHING WAS MADE KNOWN TO US THAT THERE WAS AN ARPT 5 MI E OF OUR DEST. THIS ARPT HAD THE SAME RWY NUMBERS; EXACTLY LINED UP WITH MZJ RWY; SAME ARPT SIZE AND LOOKED SIMILAR AT NIGHT IN SLANT VISUAL ACQUIRENESS; E14 HAD MUCH BRIGHTER AND BETTER RWY LIGHTING; E14 COULD BE SEEN FROM A MUCH GREATER DISTANCE AND BOTH WERE UNCTLED VFR ARPTS. IF OUR COMPANY; ATC; BUT ESPECIALLY THE COMMERCIAL CHARTS ARPT DIAGRAM WOULD HAVE BROUGHT THIS TO OUR ATTN; THIS COULD HAVE BEEN COMPLETELY AVOIDED! THIS SIT IS AN ACCIDENT WAITING TO HAPPEN. I WOULD LIKE YOU TO CONTACT ME AT YOUR CONVENIENCE TO DISCUSS THIS SIT.