Narrative:

After a long duty period day the captain and I took our last flight late. It was nighttime and I was tired but not fatigued. I was the fp (flying pilot) and the takeoff was normal and enroute we had to deviate around storms. The tower was closed. I decided to do the GPS xx approach to give me a safe vertical descent rate. On approach during the descent roughly about 1500 feet above the ground after gear down and the flaps 30 callout the previous pilot of a single engine aircraft who landed at the airport noticed that the runway pilot controlled lighting did not work with the keying of the microphone. He notified us on the CTAF frequency of his finding and stated during his approach that he could see the runway and that his landing was not a nonevent. The captain (nfp) attempted to key the mike to operate the runway lighting. During this time we both stated that we had not encountered this problem before during our careers and weren't aware of the answer whether it was ok or not to land at an airport without runway lighting. During my approach I noticed that I could see the PAPI for runway xx on the left side of the runway which assisted my angle of approach. There was runway edge lighting to determine the runway position; runway distance markings and the airport was lit from all the lights around the airport. So we decided to land because we could see the runway despite not have runway lighting. After I got to the hotel after midnight I researched the fom and found that we are not supposed to land at an airport or takeoff without runway lighting. Although it states that; there isn't a mediation which tells us what to do in this case.try not to be in a rush despite having a 12 hour duty day. I should have gone into a holding pattern and had the nfp look up the fom to determine the current situation we had before I landed. It would have been helpful if there was further answers of what to do in this case in the fom.

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Original NASA ASRS Text

Title: During approach; a CRJ200 First Officer discovers that the pilot controlled lighting at the destination airport is inoperative. With a good view of the runway and PAPI lights; the approach is continued to landing. Later it is learned that landing without runway lights is prohibited by the company OpSpec.

Narrative: After a long duty period day the captain and I took our last flight late. It was nighttime and I was tired but not fatigued. I was the FP (flying pilot) and the takeoff was normal and enroute we had to deviate around storms. The tower was closed. I decided to do the GPS XX approach to give me a safe vertical descent rate. On approach during the descent roughly about 1500 feet above the ground after gear down and the flaps 30 callout the previous pilot of a single engine aircraft who landed at the airport noticed that the runway pilot controlled lighting did not work with the keying of the microphone. He notified us on the CTAF frequency of his finding and stated during his approach that he could see the runway and that his landing was not a nonevent. The captain (NFP) attempted to key the mike to operate the runway lighting. During this time we both stated that we had not encountered this problem before during our careers and weren't aware of the answer whether it was ok or not to land at an airport without runway lighting. During my approach I noticed that I could see the PAPI for runway XX on the left side of the runway which assisted my angle of approach. There was runway edge lighting to determine the runway position; runway distance markings and the airport was lit from all the lights around the airport. So we decided to land because we could see the runway despite not have runway lighting. After I got to the hotel after midnight I researched the FOM and found that we are not supposed to land at an airport or takeoff without runway lighting. Although it states that; there isn't a mediation which tells us what to do in this case.Try not to be in a rush despite having a 12 hour duty day. I should have gone into a holding pattern and had the NFP look up the FOM to determine the current situation we had before I landed. It would have been helpful if there was further answers of what to do in this case in the FOM.

Data retrieved from NASA's ASRS site 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.