Narrative:

We departed portland at approximately XV15 local for corvallis. I updated the WX from mcminnville FSS before leaving. They only had the hour old AWOS WX and made no mention of the previously noted runway closure. ZSE cleared us directly to corvallis. We were handed off to eugene approach control for vectors to the ILS 17 at corvallis. We made a position report on the unicom frequency (123.0). No one responded over the unicom and the AWOS confirmed the WX. We completed the checklist, turned on the runway approach lights (123.0) and intercepted the ILS. At approximately 5 mi out, we had the airport in sight and were cleared to land. We were told to report on the ground. I could plainly see the approach lights and VASI lights 5 mi out on final. As we got closer, however, the high intensity approach lights began to obscure my vision. The lights were on high and in addition there was mist/moisture in the air causing quite a bit of reflection. (The airport went 0/0 about an hour after my landing.) I asked my copilot to step down the approach lights. He tried, but they would not step down. We were on reference speed and slightly low on the ILS and VASI. The aircraft landing lights provided good visual references (i.e., runway centerline, runway number, runway edge, etc) for landing. I touched down on the runway center, reversed and braked. I could not see the runway edge lights nor the far end boundary lights. The runway was wet and braking seemed ineffective. The aircraft departed the end of the runway slightly left of centerline and rolled 100 ft into the wet ground beyond. I estimate we left the runway between 30- 40 KTS and the nose gear failed. I shut down the engines and evacuate/evacuationed the passenger using the normal cabin door and steps. There were no injuries to the passenger or crew. I contacted mcminnville FSS and eugene tower so they could NOTAM the airport closed. They got me in touch with the NTSB and FAA duty officers. I was told to meet mr. Y from the portland GADO at XI00 on dec/sun/93 at the corvallis airport. The next day, discussions with mr. X, the airport manager, and other airport personnel confirmed that a contractor working on the runway had cut the electrical cable for the lights. Mr. X also confirmed no NOTAM had been issued regarding the status of the runway lights. Supplemental information from acn 258772: I also thought that the runway lights were on because I could see taxiway markers, the intersection of a crossing runway, and evidently reflections from the normal runway edge lights. I noticed the deceleration was not quite normal. The captain went back into reverse and commenced maximum braking. The anti-skid was cycling. Mr. X also confirmed no NOTAM had been issued regarding the status of the runway lights. Mr. Y portland FAA GADO officially designated this an incident.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CPR JET MDT RAN OFF OF THE END OF THE RWY AT NIGHT.

Narrative: WE DEPARTED PORTLAND AT APPROX XV15 LCL FOR CORVALLIS. I UPDATED THE WX FROM MCMINNVILLE FSS BEFORE LEAVING. THEY ONLY HAD THE HR OLD AWOS WX AND MADE NO MENTION OF THE PREVIOUSLY NOTED RWY CLOSURE. ZSE CLRED US DIRECTLY TO CORVALLIS. WE WERE HANDED OFF TO EUGENE APCH CTL FOR VECTORS TO THE ILS 17 AT CORVALLIS. WE MADE A POS RPT ON THE UNICOM FREQ (123.0). NO ONE RESPONDED OVER THE UNICOM AND THE AWOS CONFIRMED THE WX. WE COMPLETED THE CHKLIST, TURNED ON THE RWY APCH LIGHTS (123.0) AND INTERCEPTED THE ILS. AT APPROX 5 MI OUT, WE HAD THE ARPT IN SIGHT AND WERE CLRED TO LAND. WE WERE TOLD TO RPT ON THE GND. I COULD PLAINLY SEE THE APCH LIGHTS AND VASI LIGHTS 5 MI OUT ON FINAL. AS WE GOT CLOSER, HOWEVER, THE HIGH INTENSITY APCH LIGHTS BEGAN TO OBSCURE MY VISION. THE LIGHTS WERE ON HIGH AND IN ADDITION THERE WAS MIST/MOISTURE IN THE AIR CAUSING QUITE A BIT OF REFLECTION. (THE ARPT WENT 0/0 ABOUT AN HR AFTER MY LNDG.) I ASKED MY COPLT TO STEP DOWN THE APCH LIGHTS. HE TRIED, BUT THEY WOULD NOT STEP DOWN. WE WERE ON REF SPD AND SLIGHTLY LOW ON THE ILS AND VASI. THE ACFT LNDG LIGHTS PROVIDED GOOD VISUAL REFS (I.E., RWY CTRLINE, RWY NUMBER, RWY EDGE, ETC) FOR LNDG. I TOUCHED DOWN ON THE RWY CTR, REVERSED AND BRAKED. I COULD NOT SEE THE RWY EDGE LIGHTS NOR THE FAR END BOUNDARY LIGHTS. THE RWY WAS WET AND BRAKING SEEMED INEFFECTIVE. THE ACFT DEPARTED THE END OF THE RWY SLIGHTLY L OF CTRLINE AND ROLLED 100 FT INTO THE WET GND BEYOND. I ESTIMATE WE L THE RWY BTWN 30- 40 KTS AND THE NOSE GEAR FAILED. I SHUT DOWN THE ENGS AND EVACED THE PAX USING THE NORMAL CABIN DOOR AND STEPS. THERE WERE NO INJURIES TO THE PAX OR CREW. I CONTACTED MCMINNVILLE FSS AND EUGENE TWR SO THEY COULD NOTAM THE ARPT CLOSED. THEY GOT ME IN TOUCH WITH THE NTSB AND FAA DUTY OFFICERS. I WAS TOLD TO MEET MR. Y FROM THE PORTLAND GADO AT XI00 ON DEC/SUN/93 AT THE CORVALLIS ARPT. THE NEXT DAY, DISCUSSIONS WITH MR. X, THE ARPT MGR, AND OTHER ARPT PERSONNEL CONFIRMED THAT A CONTRACTOR WORKING ON THE RWY HAD CUT THE ELECTRICAL CABLE FOR THE LIGHTS. MR. X ALSO CONFIRMED NO NOTAM HAD BEEN ISSUED REGARDING THE STATUS OF THE RWY LIGHTS. SUPPLEMENTAL INFORMATION FROM ACN 258772: I ALSO THOUGHT THAT THE RWY LIGHTS WERE ON BECAUSE I COULD SEE TXWY MARKERS, THE INTXN OF A XING RWY, AND EVIDENTLY REFLECTIONS FROM THE NORMAL RWY EDGE LIGHTS. I NOTICED THE DECELERATION WAS NOT QUITE NORMAL. THE CAPT WENT BACK INTO REVERSE AND COMMENCED MAX BRAKING. THE ANTI-SKID WAS CYCLING. MR. X ALSO CONFIRMED NO NOTAM HAD BEEN ISSUED REGARDING THE STATUS OF THE RWY LIGHTS. MR. Y PORTLAND FAA GADO OFFICIALLY DESIGNATED THIS AN INCIDENT.

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.