Narrative:

On final descent into grr (runway 8R) with the field; runway; runway lights and approach lights in sight; aircraft on a stabilized approach; the runway lights and airport lights went out completely. The approach lights remained on high. Even though the approach lights were on high; the complete runway from the threshold to the end was visible due to the bright lights of the city illuminating the overcast; hence; the runway. As we attempted to turn the lights on using the pilot controled lighting; I confirmed with the first officer that we both could adequately see the runway; and we landed uneventfully within the landing zone; and turned off the runway at taxiway B. As we were taxiing on taxiway B; approximately 1 min after landing; the lights came back on. The next day I explained to the first officer that the proper procedure for that particular incident should have been to go around and sort it out in the air and also to really watch your fatigue level. I should not have been pressured by ensuring trip completion despite my level of fatigue. What should have transpired was that upon lights going out I should have executed a missed approach and tried to find out why the lights were not working. Unfortunately; I was so tired; my judgement was poor and I felt at that point on a stable approach with 400 ft to go; that I would be less safe executing a missed approach with my operating experience student first officer than just maintaining my visual reference to the runway and landing. My judgement lapse began before I climbed back into the aircraft late this night. I was considering calling in fatigued while I was in ZZZ1. We had a very short overnight the night before. We had diverted for gas this evening. Crew scheduling called to let us know they were dropping our ZZZ2 out and back as we would have been over our weekly hour maximum but that we were still doing grr. Only later did I find out that that meant that we were going to situation in operations waiting for our flight attendant to come back from ZZZ2 before we would be able to depart for grr. At that time I said I might not be able to do the grr flight; however; I was hopeful that if I could just rest for a while in the crew lounge I would be able to complete the flight. Unfortunately; there is nowhere to rest due to rampers yelling and hollering in and around the area so by the time our aircraft and flight attendant came back from ZZZ2 I did not get the rest I had hoped for. I do not know why the lights went out in grr. I initially assumed the timer elapsed; but after attempting to click the lights to high twice without success; I assumed there must be another problem and should concentrate on landing the aircraft. Due to a very busy month of november -- almost 100 hours; then add in a high number of legs; throw in snow; schedule changes and being off duty very late; with a shortened overnight into another very late night; add in operating experience -- I was shot. I should have known my limitations; but felt that I could accomplish a short flight. I will be more in tune with my fatigue level in the future.

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Original NASA ASRS Text

Title: FATIGUED CAPTAIN GIVING INITIAL OPERATING EXPERIENCE TO A NEW FO CONTINUES AND MAKES A NIGHT LNDG DESPITE THE LOSS OF ALL ARPT LIGHTING. CITES ADEQUATE VISUAL REFERENCE AND CONCERN OVER CONTINUING TO FLY WHILE FATIGUED.

Narrative: ON FINAL DSCNT INTO GRR (RWY 8R) WITH THE FIELD; RWY; RWY LIGHTS AND APCH LIGHTS IN SIGHT; ACFT ON A STABILIZED APCH; THE RWY LIGHTS AND ARPT LIGHTS WENT OUT COMPLETELY. THE APCH LIGHTS REMAINED ON HIGH. EVEN THOUGH THE APCH LIGHTS WERE ON HIGH; THE COMPLETE RWY FROM THE THRESHOLD TO THE END WAS VISIBLE DUE TO THE BRIGHT LIGHTS OF THE CITY ILLUMINATING THE OVCST; HENCE; THE RWY. AS WE ATTEMPTED TO TURN THE LIGHTS ON USING THE PLT CTLED LIGHTING; I CONFIRMED WITH THE FO THAT WE BOTH COULD ADEQUATELY SEE THE RWY; AND WE LANDED UNEVENTFULLY WITHIN THE LNDG ZONE; AND TURNED OFF THE RWY AT TXWY B. AS WE WERE TAXIING ON TXWY B; APPROX 1 MIN AFTER LNDG; THE LIGHTS CAME BACK ON. THE NEXT DAY I EXPLAINED TO THE FO THAT THE PROPER PROC FOR THAT PARTICULAR INCIDENT SHOULD HAVE BEEN TO GO AROUND AND SORT IT OUT IN THE AIR AND ALSO TO REALLY WATCH YOUR FATIGUE LEVEL. I SHOULD NOT HAVE BEEN PRESSURED BY ENSURING TRIP COMPLETION DESPITE MY LEVEL OF FATIGUE. WHAT SHOULD HAVE TRANSPIRED WAS THAT UPON LIGHTS GOING OUT I SHOULD HAVE EXECUTED A MISSED APCH AND TRIED TO FIND OUT WHY THE LIGHTS WERE NOT WORKING. UNFORTUNATELY; I WAS SO TIRED; MY JUDGEMENT WAS POOR AND I FELT AT THAT POINT ON A STABLE APCH WITH 400 FT TO GO; THAT I WOULD BE LESS SAFE EXECUTING A MISSED APCH WITH MY OPERATING EXPERIENCE STUDENT FO THAN JUST MAINTAINING MY VISUAL REFERENCE TO THE RWY AND LNDG. MY JUDGEMENT LAPSE BEGAN BEFORE I CLBED BACK INTO THE ACFT LATE THIS NIGHT. I WAS CONSIDERING CALLING IN FATIGUED WHILE I WAS IN ZZZ1. WE HAD A VERY SHORT OVERNIGHT THE NIGHT BEFORE. WE HAD DIVERTED FOR GAS THIS EVENING. CREW SCHEDULING CALLED TO LET US KNOW THEY WERE DROPPING OUR ZZZ2 OUT AND BACK AS WE WOULD HAVE BEEN OVER OUR WKLY HR MAX BUT THAT WE WERE STILL DOING GRR. ONLY LATER DID I FIND OUT THAT THAT MEANT THAT WE WERE GOING TO SIT IN OPS WAITING FOR OUR FLT ATTENDANT TO COME BACK FROM ZZZ2 BEFORE WE WOULD BE ABLE TO DEPART FOR GRR. AT THAT TIME I SAID I MIGHT NOT BE ABLE TO DO THE GRR FLT; HOWEVER; I WAS HOPEFUL THAT IF I COULD JUST REST FOR A WHILE IN THE CREW LOUNGE I WOULD BE ABLE TO COMPLETE THE FLT. UNFORTUNATELY; THERE IS NOWHERE TO REST DUE TO RAMPERS YELLING AND HOLLERING IN AND AROUND THE AREA SO BY THE TIME OUR ACFT AND FLT ATTENDANT CAME BACK FROM ZZZ2 I DID NOT GET THE REST I HAD HOPED FOR. I DO NOT KNOW WHY THE LIGHTS WENT OUT IN GRR. I INITIALLY ASSUMED THE TIMER ELAPSED; BUT AFTER ATTEMPTING TO CLICK THE LIGHTS TO HIGH TWICE WITHOUT SUCCESS; I ASSUMED THERE MUST BE ANOTHER PROB AND SHOULD CONCENTRATE ON LNDG THE ACFT. DUE TO A VERY BUSY MONTH OF NOVEMBER -- ALMOST 100 HRS; THEN ADD IN A HIGH NUMBER OF LEGS; THROW IN SNOW; SCHEDULE CHANGES AND BEING OFF DUTY VERY LATE; WITH A SHORTENED OVERNIGHT INTO ANOTHER VERY LATE NIGHT; ADD IN OPERATING EXPERIENCE -- I WAS SHOT. I SHOULD HAVE KNOWN MY LIMITATIONS; BUT FELT THAT I COULD ACCOMPLISH A SHORT FLT. I WILL BE MORE IN TUNE WITH MY FATIGUE LEVEL IN THE FUTURE.

Data retrieved from NASA's ASRS site as of January 2009 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.