Narrative:

We operated a night flight to oaj. We noted on the dispatch release the fact that the oaj airport had a new; operational tower and ground frequencies. The company 10-7 page did not have the new frequencies; but since we had them from the release/NOTAM information; we were good. There was a note on the dispatch notams about the new CTAF frequency being 132.65; but no mention of which frequency to use for the pilot controlled lighting (pilot controlled lighting); once the tower closed for the night (it is not mandated or required by the FAA to be the same as the CTAF; sometimes it's different). So on the night; RNAV approach; we asked the corresponding ATC facility 'which was the light frequency; 123.0 or 132.65?' approach responded that we needed to use 123.0 for lights. We actually shot the first RNAV approach (due to the ILS being notamed OTS; plus tailwind factor on 5) and had to miss; because at the derived da minimums; we did not see the runway until it was too late. The runway end has no approach lights; not even simple odals; just the very basic REIL lights; which made it very difficult to see at minimums and in a foggy night. We set up for a second try at the RNAV/GPS approach; since we had plenty of fuel for that and then planned to divert to our alternate if necessary; with lots of reserve and extra fuel remaining. We were successful in seeing the runway reils at minimums on the second RNAV/GPS 23 approach. After a successful and safe approach and landing on runway 23 at oaj; we were taxiing in on the parallel taxiway when the runway and taxiway lights suddenly went out. We stopped the aircraft momentarily; while we clicked the light frequency given by approach 7 times; as well as 5 times; to no avail. The lights never came on. We quickly decided that even with the failed lights (at least that was what we thought-we never guessed ATC gave us a bad or wrong frequency...); we could safely taxi the remaining 50-75 yards to the ramp entrance; which was very well illuminated; and go into our gate. The next day; when getting ready to depart oaj during the day; we asked the new tower what frequency should be used for the pilot controlled lighting lights; and explained that approach gave us 123.0; and the 'new' tower told us that approach was in error; that the correct frequency to use for the lights is 132.65; and that they would pass the new and correct frequency to the approach facility. At least one problem was solved. We don't know how or why the runway lights were on already at night; since the tower was closed and the lights would require normally pilot action; but we are certainly glad that they were on and stayed on long enough for us to land on a foggy night; and taxi 99 percent of the way to the ramp before going off. This unsafe condition was caused by a couple of unusual circumstances: first; by approach control giving out the incorrect frequency for the pilot controlled lighting to an arriving night flight (they gave 123.0 instead of the correct 132.65). Secondly; by the company not having an updated 10-7 airport page containing accurate frequency data. The best way to prevent such night incidents; which easily could have ended up in an unsafe aircraft state (such as; if the lights had gone dark during the flare on landing; or even during the last 50 feet of the landing; allowing a pilot to lose visual perception; and perhaps land hard; since a go-around that low would normally allow the landing gear to make contact with the runway); is to have good and accurate information. The NOTAM section of the flight release from dispatch was a good effort (it had the new tower and ground frequencies); but not enough; since it did not specify the pilot control light frequency. And of course; having the FAA ATC approach facility be up to date and give to aircraft under their control the 'correct' frequency is a must. ATC can't be giving erroneous frequencies; or bad things are bound to happen. Additionally; keeping the company 10-7 pages current is extremely helpful inpreventing incidents.

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Original NASA ASRS Text

Title: Air carrier Captain reported being issued the wrong frequency to activate pilot controlled lights at an airport where the Tower was closed.

Narrative: We operated a night flight to OAJ. We noted on the dispatch release the fact that the OAJ airport had a new; operational Tower and Ground Frequencies. The Company 10-7 page did not have the new frequencies; but since we had them from the release/NOTAM information; we were good. There was a note on the Dispatch NOTAMs about the new CTAF frequency being 132.65; but no mention of which frequency to use for the Pilot Controlled Lighting (PCL); once the Tower closed for the night (It is not mandated or required by the FAA to be the same as the CTAF; sometimes it's different). So on the night; RNAV approach; we asked the corresponding ATC facility 'which was the light frequency; 123.0 or 132.65?' Approach responded that we needed to use 123.0 for lights. We actually shot the first RNAV approach (due to the ILS being NOTAMed OTS; plus tailwind factor on 5) and had to miss; because at the derived DA minimums; we did not see the runway until it was too late. The runway end has no approach lights; not even simple ODALS; just the very basic REIL lights; which made it very difficult to see at minimums and in a foggy night. We set up for a second try at the RNAV/GPS approach; since we had plenty of fuel for that and then planned to divert to our alternate if necessary; with lots of reserve and extra fuel remaining. We were successful in seeing the runway REILS at minimums on the second RNAV/GPS 23 Approach. After a successful and safe approach and landing on RWY 23 at OAJ; we were taxiing in on the parallel taxiway when the runway and taxiway lights suddenly went out. We stopped the aircraft momentarily; while we clicked the light frequency given by Approach 7 times; as well as 5 times; to no avail. The lights never came on. We quickly decided that even with the failed lights (at least that was what we thought-we never guessed ATC gave us a bad or wrong frequency...); we could safely taxi the remaining 50-75 yards to the ramp entrance; which was very well illuminated; and go into our gate. The next day; when getting ready to depart OAJ during the day; we asked the new Tower what frequency should be used for the PCL lights; and explained that Approach gave us 123.0; and the 'new' Tower told us that Approach was in error; that the correct frequency to use for the lights is 132.65; and that they would pass the new and correct frequency to the approach facility. At least one problem was solved. We don't know how or why the runway lights were on already at night; since the Tower was closed and the lights would require normally pilot action; but we are certainly glad that they were on and stayed on long enough for us to land on a foggy night; and taxi 99 percent of the way to the ramp before going off. This unsafe condition was caused by a couple of unusual circumstances: First; by Approach Control giving out the incorrect frequency for the Pilot Controlled Lighting to an arriving night flight (they gave 123.0 instead of the correct 132.65). Secondly; by the Company not having an updated 10-7 airport page containing accurate frequency data. The best way to prevent such night incidents; which easily could have ended up in an unsafe aircraft state (such as; if the lights had gone dark during the flare on landing; or even during the last 50 feet of the landing; allowing a pilot to lose visual perception; and perhaps land hard; since a go-around that low would normally allow the landing gear to make contact with the runway); is to have good and accurate information. The NOTAM section of the Flight Release from Dispatch was a good effort (it had the new Tower and Ground Frequencies); but not enough; since it did not specify the Pilot Control Light frequency. And of course; having the FAA ATC approach facility be up to date and give to aircraft under their control the 'correct' frequency is a must. ATC can't be giving erroneous frequencies; or bad things are bound to happen. Additionally; keeping the Company 10-7 pages current is extremely helpful inpreventing incidents.

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.