PA-32 Cherokee Six/Lance/Saratoga/6X
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 20; Flight Crew Total 1300; Flight Crew Type 900
Confusion; Situational Awareness
Airspace Violation All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Landed As Precaution
Human Factors; Environment - Non Weather Related; Airport
While on IFR flight plan to CUB and 10 miles from CUB; PIC began establishing approach procedures. Weather was clear and VFR visibility acceptable except for extremely dark conditions. At identification of weak beacon light at CUB; PIC terminated IFR approximately 5 miles from CUB; remained on assigned squawk code and switched to Unicom for CUB. Westerly entry into the Columbia area was not usual entry for PIC and darkness obscured normal ground reference points such as USC stadium; utility treatment facility; rail yard facility adjacent to CUB and Columbia skyline. PIC was explaining landing procedures to cockpit passenger while following Interstate to establish base for RWY 31 at CUB. Observing beacon at what was ostensibly CUB; upon base to final; PIC concluded approach was for RWY 29 at CAE. Committed to landing as the safe maneuver; and observing green light from tower to land; PIC safely landed on RWY 29 contacted ATC; was instructed to contact Tower with tower giving green light to taxi. Exited to taxiway Alpha and followed Tower instructions to RWY 29. Was advised by Tower to contact ATC upon landing at CUB. Obtained VFR flight instructions from CAE Tower to destination CUB. Departed RWY 29 at CAE and landed at CUB without incident. Discharged passengers and by ground telephone immediately contacted ATC at CAE to follow up on landing at CAE. Departed CUB; picked up IFR clearance and returned to home base without incident.Lack of complete situational awareness due to extremely dark conditions; weak beacon light at CUB; cockpit communications on initial approach procedures; termination of IFR prior to confirmation of appropriate landing facility on final approach; utilization of interstate for ground reference; and HSI similarity between RWY 29 at CAE and RWY 31 at CUB. Use IFR approach in future extremely dark conditions; eliminate all cockpit conversation upon initial and final approach procedures; maintain IFR flight plan until clearly established on final approach to CUB or on ground; and ensure situational awareness even in VFR conditions due to late night darkness.
General Aviation pilot reports inadvertent landing at CAE Runway 29 while attempting to land at CUB Runway 31 during night visual conditions. The error is discovered on short final but a green light is received from the CAE Tower; so landing is deemed the best option.