Narrative:

A report was filed regarding the lack of pilot controlled runway lights during daytime at mmh. Today that condition still exists. Several safety issues are evident. Airport diagram indicates MIRL pilot control lighting (pilot controlled lighting) is available on both runways. There is no note it is nighttime only. Runway 27 is serviced by two RNAV approaches. RNAV GPS 27 CAT C mdh 1;283 ft with required visibility of 3 miles. With a vdp at 4.0 miles acquiring the runway environment with visibility in the 3-4 mile range would be enhanced with daylight enabled pilot controlled lighting. RNAV (rnp) M runway 27 CAT C DH of 250 ft and required visibility of 3 miles. In visibility of 3 miles and thin layer of snow it is very difficult to acquire and maintain runway boundaries visually with just PAPI during daytime operations. Other considerations where day pilot controlled lighting would enhance safety. Close proximity freeway parallel to runway and unlit parallel taxiway. Pilot controlled lighting would clearly differentiate runway for thoserunway 9 is service by on RNAV approach:RNAV (rnp) M rw 09. CAT C DH 265 ft and required visibility 3 miles. Without day pilot controlled lighting similar issues are present as with runway 27. Additional other issues unique to runway 9 arise that compromise safety in operations to runway 9; day; 3 mile visibility.1. Approaching runway 9 there is a chevron marked paved 3;500-foot runway 27 overrun. With a thin layer of snow; no PAPI; no REIL and no pilot controlled lighting it would be very easy to think the landing surface is below you and actually land in the overrun.2. Considering most if not all [company] operations to below 300 ft and 3 mile visibility are at airports with a control tower with operational control of the runway lights this is a very unique airport configuration for [company] pilots.3. Due to the distance of the google earth [view] of the approach to runway 9 it does not reflect the illusion the runway 27 overrun creates with snow covering paved surfaces or in 3 mile visibility conditions.4. Close up of the overrun; the cross paved connector from the overrun to parallel parking apron taxiway. Covered with a thin layer of snow and low visibility creates an illusion the runway 9 landing surface is well before the actual runway 9 threshold. Additionally; none of these attributes are evident on google earth.suggestions:1. Add note on dispatch release that daytime pilot controlled lighting are only available with prior contact with airport operations.2. Make pilot controlled lighting available during daylight operations without prior contact with airport operations.3. Install PAPI right side runway 9.4. Install REIL runway 9.5. Company produce video to runway 9 highlighting above safety issues.6. Mandate mmh as a special qualification airport requiring sign off.

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Original NASA ASRS Text

Title: Air carrier pilot reported the lack of Pilot Controlled Lighting during daylight hours at MMH makes it difficult for crews to discern the runway boundary.

Narrative: A report was filed regarding the lack of pilot controlled runway lights during daytime at MMH. Today that condition still exists. Several safety issues are evident. Airport Diagram indicates MIRL Pilot Control Lighting (PCL) is available on both runways. There is no note it is nighttime only. Runway 27 is serviced by two RNAV approaches. RNAV GPS 27 CAT C MDH 1;283 ft with required visibility of 3 miles. With a VDP at 4.0 miles acquiring the runway environment with visibility in the 3-4 mile range would be enhanced with daylight enabled PCL. RNAV (RNP) M RWY 27 CAT C DH of 250 ft and required visibility of 3 miles. In visibility of 3 miles and thin layer of snow it is very difficult to acquire and maintain runway boundaries visually with just PAPI during daytime operations. Other considerations where day PCL would enhance safety. Close proximity freeway parallel to runway and unlit parallel taxiway. PCL would clearly differentiate runway for thoseRunway 9 is service by on RNAV approach:RNAV (RNP) M RW 09. CAT C DH 265 ft and required visibility 3 miles. Without day PCL similar issues are present as with runway 27. Additional other issues unique to runway 9 arise that compromise safety in operations to runway 9; day; 3 mile visibility.1. Approaching runway 9 there is a chevron marked paved 3;500-foot runway 27 overrun. With a thin layer of snow; no PAPI; no REIL and no PCL it would be very easy to think the landing surface is below you and actually land in the overrun.2. Considering most if not all [Company] operations to below 300 ft and 3 mile visibility are at airports with a control tower with operational control of the runway lights this is a very unique airport configuration for [company] pilots.3. Due to the distance of the Google Earth [view] of the approach to runway 9 it does not reflect the illusion the runway 27 overrun creates with snow covering paved surfaces or in 3 mile visibility conditions.4. Close up of the overrun; the cross paved connector from the overrun to parallel parking apron taxiway. Covered with a thin layer of snow and low visibility creates an illusion the runway 9 landing surface is well before the actual runway 9 threshold. Additionally; none of these attributes are evident on Google Earth.Suggestions:1. Add note on dispatch release that daytime PCL are only available with prior contact with airport operations.2. Make PCL available during daylight operations without prior contact with airport operations.3. Install PAPI right side runway 9.4. Install REIL runway 9.5. Company produce video to runway 9 highlighting above safety issues.6. Mandate MMH as a special qualification airport requiring sign off.

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.