Supplemental air carrier mdt landed on a closed runway on a night ferry flight.

Attributes
ACN	192634
Time
Date	199110
Day	Wed
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : btr
State Reference	LA
Altitude	agl bound lower : 0 agl bound upper : 3000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : zhu
Operator	common carrier : air carrier
Make Model Name	Medium Transport, Low Wing, 2 Turboprop Eng
Flight Phase	descent other landing other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 18500 flight time type : 8500
ASRS Report	192634
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	incursion : runway non adherence : far
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

The incident was during a trip from bos to mth with fuel stops at orf and jax with cargo, then a tail end ferry flight from mth to ftw with fuel stops at tpa and btr. XX30 am. On the stop at btr we landed on a closed runway the ATIS notamed the runways 22R, 4L and a crossing runway closed. Then said that runway lighting for 22R was pilot controled on tower frequency. The tower was closed and center cleared us for an approach at 3000 ft. The WX was low scattered clouds about 7 mi visibility wind was light southeast. We saw the airport beacon at about 5 mi out. Activated the runway lights and saw the approach lights and sequenced flashing lights for runway 22R, elected to make a visual approach. My initial plan was to make an approach to 4R but being in a better position for 22R and having the ILS up and approach lights in sight changed to runway 22R. We crossed the airport went out about 5 mi on downwind turned back and intercepted the ILS. There was a small area of clouds obscuring the approach lights. I turned off the localizer about 30 degrees until I got along side the clouds and saw the approach lights again and made a low turn to final at which time we noticed the runway lights were off. The first officer keyed the microphone several times which changed the approach light intensity but did not light the runway. By then the landing lights lit the runway and we landed noticing half way down the runway a crew was working on the cross runway on the edge of runway 22R, I did not request and was not offered NOTAMS during the WX briefing at tpa. I believe that being able to activate the approach lights and the ILS being up on a closed runway, fatigue from a long trip, being XX30 am and the low turn to final, caused confusion on my part as to what runways were closed. I should have requested NOTAMS paid more attention to the ATIS and shouldn't have landed on an unlighted runway. Tail end ferry time should be considered part of flight and duty time.

Original NASA ASRS Text

Title: SUPPLEMENTAL ACR MDT LANDED ON A CLOSED RWY ON A NIGHT FERRY FLT.

Narrative: THE INCIDENT WAS DURING A TRIP FROM BOS TO MTH WITH FUEL STOPS AT ORF AND JAX WITH CARGO, THEN A TAIL END FERRY FLT FROM MTH TO FTW WITH FUEL STOPS AT TPA AND BTR. XX30 AM. ON THE STOP AT BTR WE LANDED ON A CLOSED RWY THE ATIS NOTAMED THE RWYS 22R, 4L AND A XING RWY CLOSED. THEN SAID THAT RWY LIGHTING FOR 22R WAS PLT CTLED ON TWR FREQ. THE TWR WAS CLOSED AND CENTER CLRED US FOR AN APCH AT 3000 FT. THE WX WAS LOW SCATTERED CLOUDS ABOUT 7 MI VISIBILITY WIND WAS LIGHT SE. WE SAW THE ARPT BEACON AT ABOUT 5 MI OUT. ACTIVATED THE RWY LIGHTS AND SAW THE APCH LIGHTS AND SEQUENCED FLASHING LIGHTS FOR RWY 22R, ELECTED TO MAKE A VISUAL APCH. MY INITIAL PLAN WAS TO MAKE AN APCH TO 4R BUT BEING IN A BETTER POS FOR 22R AND HAVING THE ILS UP AND APCH LIGHTS IN SIGHT CHANGED TO RWY 22R. WE CROSSED THE ARPT WENT OUT ABOUT 5 MI ON DOWNWIND TURNED BACK AND INTERCEPTED THE ILS. THERE WAS A SMALL AREA OF CLOUDS OBSCURING THE APCH LIGHTS. I TURNED OFF THE LOC ABOUT 30 DEGS UNTIL I GOT ALONG SIDE THE CLOUDS AND SAW THE APCH LIGHTS AGAIN AND MADE A LOW TURN TO FINAL AT WHICH TIME WE NOTICED THE RWY LIGHTS WERE OFF. THE FO KEYED THE MIC SEVERAL TIMES WHICH CHANGED THE APCH LIGHT INTENSITY BUT DID NOT LIGHT THE RWY. BY THEN THE LNDG LIGHTS LIT THE RWY AND WE LANDED NOTICING HALF WAY DOWN THE RWY A CREW WAS WORKING ON THE CROSS RWY ON THE EDGE OF RWY 22R, I DID NOT REQUEST AND WAS NOT OFFERED NOTAMS DURING THE WX BRIEFING AT TPA. I BELIEVE THAT BEING ABLE TO ACTIVATE THE APCH LIGHTS AND THE ILS BEING UP ON A CLOSED RWY, FATIGUE FROM A LONG TRIP, BEING XX30 AM AND THE LOW TURN TO FINAL, CAUSED CONFUSION ON MY PART AS TO WHAT RWYS WERE CLOSED. I SHOULD HAVE REQUESTED NOTAMS PAID MORE ATTN TO THE ATIS AND SHOULDN'T HAVE LANDED ON AN UNLIGHTED RWY. TAIL END FERRY TIME SHOULD BE CONSIDERED PART OF FLT AND DUTY TIME.

Data retrieved from NASA's ASRS site as of July 2007 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.