2011-01 · NASA ASRS report 929094
IFR single engine pilots completed a night landing at EVB when he could see the PAPI but not the runway lights in the fog. The pilots had previously made a go around for the same conditions.
We were on our way back to EVB 20 miles. We listened to the ATIS and it said sky condition clear and 10 SM visibility. After some time ORL Approach handed us over to DAB Approach; they told us to expect RNAV 29 into EVB. We asked him if we could go visual because I had the field in sight. Then he said that the field was IFR so expect RNAV 29. When we were coming in on final we could see the PAPI lights from 2-3 miles out but could not see the runway lights. This was after the Tower closed. We could see the PAPIs so we descended down to 100 FT above TDZ (Touch Down Zone). We could see the runway but not the runway lights so we went missed and requested the Tower to switch on the lights. He told us that they were on high intensity. We thought about diverting but were not sure if we would have enough fuel to come back if we had the same conditions there as well. Now we had around 1 hour of fuel remaining. We decided to try RNAV 29 again. When we were on RNAV 29 second time; the aircraft in front of us landed safely so we followed him and made the landing. The layer of fog was from the surface to about 20 FT only. Above that it was perfectly clear. Even after landing we could see the taxiway lights but not the runway lights. That made me conclude that the runway lights were not on and this weather that we encountered was not forecast so it did take us by surprise. I know that it was a stupid decision to land in such conditions but that was what felt right at that time.
I was acting as the safety pilot on an IFR training flight. 20 miles out from New Smyrna Beach we listened to the ATIS which announced that the skies were clear; visibility was 10 statute miles and that the winds were calm. Having no doubt that the conditions at EVB were VFR we planned on the GPS 29 approach and we advised Approach Control of our request. A few minutes later approach advised us that the previous aircraft which was shooting the GPS 29 approach executed a missed approach; but failed to mention the reason for doing so. Confused but still wanting to shoot the approach we were vectored for the final approach course. After giving us the final heading and altitude to intercept the final approach course; they cleared us to contact the Tower. In a few seconds we realized that the heading given by Approach made it impossible for us to intercept the final approach course and had to make an abrupt maneuver to do so. Five miles out from the runway the runway approach lights appeared we were able to go down below our minimums to 100 AGL and were looking for the runway. At that point we were able to see the runway lights and decided to go ahead with the landing. After touch down we realized that at that point of landing the visibility was about 100 FT and that made it very difficult for us to find the taxiway; so we kept rolling towards the end of the runway and turned into the Bravo Taxiway which was closed. So we told Tower that we'll stay on this part of the taxiway since we were well clear of the runway until the other landing traffic touches down because we were aware of another aircraft right behind us. Tower acknowledged this and asked if we were able to follow that aircraft which just touched down. Since we were able to see the other aircraft clearly we followed them to the ramp.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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