Light Transport; Low Wing; 2 Turbojet Eng
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 50; Flight Crew Total 3000; Flight Crew Type 1000
Situational Awareness; Physiological - Other; Distraction; Confusion
Inflight Event / Encounter Other / Unknown
Flight Crew Became Reoriented
Human Factors; Weather; Airport; Environment - Non Weather Related
A recent evening; I arrived at the WVI airport and used the RNAV (GPS) Runway 2 (LPV minima) approach due to the low coastal fog condition that frequents the area around the airport. At the start of the approach; the ASOS was reporting 500 FT and 7 miles and had gone to 300 FT and 5 miles while we were on the approach. As we approached the published minimums and were just about to execute a missed approach; my 2nd in command called out 'runway in-sight; 11:00 o'clock; go visual' which is a standard call by the pilot not flying when the airport environment is in sight. The problem is that we were both staring at the extremely bright golf course driving range lights just a few hundred yards south of the runway threshold and did not actually have the runway lights in sight. Of course; my initial reaction to looking for a nice straight row of lights in front of me when I'm looking for a runway; and to line up with those lights.The hazard that exists during times like what is describe here; is that a pilot who is not familiar with the driving range lights is inclined to follow their misaligned 'guidance' during approaches at night during low coastal fog conditions. To compound the hazard; the driving range lights; not being aligned with the runway; lead flight crews directly toward a grove of eucalyptus trees just west of the airport. They also wash out the runway lights and the airport environment and completely ruin a pilot's night vision in an extremely critical phase of flight because the light is scattered by the fog. The sensation of flying through a wall of bright white fog; followed by near black-out conditions; just prior to the most critical phase of flight; is very disorienting. It is my opinion that the driving range lights operating at night during low visibility conditions is a very dangerous hazard for flight crews. I might also add that the driving range is owned by the airport and was purchased using Federal money as a means of protecting the airspace underlying the lowest approach to the airport. I would like to recommend that the driving range lights not be operational at night when less than VFR minimums exist. I have submitted this concern to the FAA over a year ago and have voiced my concern with airport management (which operates the driving range) in the past; but this unsafe condition has not received proper corrective action. I would respectfully like to submit this safety issue one more time.
The reporter stated that the aircraft was at minimums when the driving range lights came into view and he was seconds from executing a go-around. The interesting part of this is that the crew briefed the range light interference and so they were aware of the potential for this disorientation happening; and even then it caught both pilots by surprise. The reporter has talked with other pilots about the lights and everyone agrees something needs to be done. He has suggested coupling the pilot activated approach lights to the driving range lights and when the airport lights are turned on; the range lights dim. The airport management no longer operates the range so authority to make changes has shifted to a private entity.
A Corporate Jet pilot flying a night WVI RNAV (GPS) Runway 2 (LVP minimum) reported detecting golf driving range lights about 0.3 miles from the runway before seeing the approach lights; losing night vision and becoming very disoriented. An early descent at that point is unsafe because of tall trees along the approach corridor.