CRJ flight crew experiences a lightning strike during night approach with the Tower closed. The number two radio is compromised and the runway lights are not activated prior to landing in VMC.
Synopsis
CRJ flight crew experiences a lightning strike during night approach with the Tower closed. The number two radio is compromised and the runway lights are not activated prior to landing in VMC.
Narrative
This was a short flight at 10;000 FT with fast moving thunderstorms around the area. Enroute we held northeast of the airport to wait out a storm moving across the field. Conferring with Center and using aircraft weather radar we had large enough gap between thunderstorms to fly the ILS and if we missed we would return to departure airport. Exiting the hold; the aircraft was struck by lightning from the thunderstorm off our left side. Initially we had normal operations; i.e. aircraft was performing as expected everything was working. However; soon the number two radio had static that became severe; and the autopilot disengaged and the aircraft rolled towards the terrain. The First Officer re-engaged the autopilot no further problems were experienced. Then we transitioned from IMC to VMC; with the airport insight. After switching to the CTAF; the runway lights wouldn't turn on; however; the airport beacon; the PAPI; and terminal light were on. We talked about having no runway lights and if we should land? We made the decision to continue and land if the runway and all of its markings were insight; and the approach was stable. The decision to land 'if' safely possible was made because of the lightning strike; the problems with the number two radio; and the missed approach course had a thunderstorm moving in on it. The thunderstorm over the missed course was the biggest factor; and the fact that the runway was insight; made landing the safest choice at that moment. The altitude to see the runway and all its markings was decided to be 500 AGL if it wasn't insight clearly we would go-around. Actually with the ambient light; the lightning flashes from the east and south; the airport lighting; and the aircraft landing lights the runway was clearly visible at 500 AGL; and continued to be visible down to touchdown and rollout. The CTAF frequency was tuned in on the number two radio and Center was on the number one radio; looking back I should have selected the CTAF into the number one radio when the lights wouldn't work on the number two radio. After landing the runway lights would work on the number one radio. The aircraft was written up for a lightning strike after we had landed.
Second reporter narrative
Once the weather was clear of the airport and clear of the ILS we began our approach. We were established on the final approach course just outside of FAF when we observed the aircraft [get] hit by lightning. A few seconds later the autopilot began an uncommanded roll to the right into mountainous terrain. I immediately disconnected the auto pilot and hand flew the ILS approach until aircraft was stabilized on the glide slope and LOC. Once establish and stabilized the autopilot was reengaged and monitored. At this point the aircraft was in VMC conditions and I could make out the VASI. While flying I observed the Captain having difficulties communicating with ATC and complaining of static on the radio. He also had trouble getting the airport runway lights on. On short final; we were able to see the runway including the numbers; makings and centerline. Not knowing the extent of damage to the aircraft due to the lightning strike we made the decision to land.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.