Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Confusion; Distraction; Human-Machine Interface; Troubleshooting
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Landed As Precaution
Environment - Non Weather Related; Human Factors; ATC Equipment / Nav Facility / Buildings; Airport
Crew was descending into ZZZ Airport at about [night] time. Weather revealed winds 350 with good visibility and MVFR conditions. With the higher winds out of the north; the crew elected to fly the RNP Approach which requires the PAPI to be operational to fly the approach. A review of the NOTAMs revealed this would not be an issue; though the REIL was out of service to this runway. Icing conditions on the approach prompted to crew to conduct a flap full landing with ice numbers. Additionally; Tower mentioned that they would be closing just prior to our arrival. The Captain; myself; briefed the autothrottles would be disconnected on the arrival; with the autopilot off once established inbound. I disconnected the autothrottles and left the autopilot on as briefed. We continued to configure through the landing checklist and saw the runway on the approach. Once we rounded out on final; I disconnected the autopilot and began slowing to our approach speed when the lights at the airport clicked off. I briefly shallowed the descent anticipating the possibility of a go-around and had my First Officer turn the lights to high which failed to bring the PAPI back online. Being VMC and within required company parameters for a safe approach; I inquired to my First Officer if he was comfortable with continuing under the conditions which he was. I corrected descent angle and the flight landed without any further incident.This was the flight crew's first time flying this approach; my first RNP approach in a while; and my fourth night landing in about 2.5 months. This RNP Approach requires the PAPI to be operational to use. With there being no PAPI NOTAM; it was determined that it would be appropriate to fly it. After we had landed we found that the Tower; attempting to enable the pilot controlled lighting; had inadvertently switched all lights off. This was corrected with my First Officer turning the lights back on but the action failed to turn the PAPI on. The ATIS had called for gusty winds out of the north but; once we were established on final; I noticed we had a quartering tailwind at 15 kt. which caused me some confusion. The light issue and shifting winds prompted me to shallow out the approach due to the possibility of a go-around. However; with the airport lights on minus the PAPI and in VMC conditions; I figured the safest course of action was to continue given the fact that we were within parameters required to continue the approach and land. My thinking was a go-around late at night; in mountainous terrain and icing conditions with a possible changing weather pattern; may not be the best idea given we were still within tailwind parameters and touchdown requirements for landing. To me; this incident illustrates how important it is to appropriately manage [non-forecasted] distractions; especially during high workload phases. Additionally; it's imperative that we strive to remain current even during prolonged periods of stagnation.When weather is in vicinity; ensure [that] the most accurate weather is obtained from Tower if necessary. Relay concerns of airport issues to ATC or go-around. Be wary of Tower closures near arrivals to airports. A reminder that higher elevation airports present unique challenges which must be reviewed and briefed prior to flying into them. A reminder to chair fly approaches to destination airports; especially if the approaches you intend to follow are unfamiliar. The importance of maintaining appropriate approach currency. Speed management and adequate monitoring during all flight phases. A reminder to fly the airplane first and; if mounting distractions cause confusion; go-around.
I briefed the descent and approach with Captain; Captain as pilot flying. Reviewed FMS approach briefing card. Verified all NOTAMs and approach requirements per the chart and current ATIS. Both First Officer and Captain acknowledged Runway End Identifier Lights were inoperative; [but was not] not required for approach clearance. Received approach clearance from Approach. Tower closed while just outside the FAF with acknowledgment from Tower on Tower frequency of no traffic in the area on frequency and no issues to report from the last reported ATIS. Broke out from IMC to VMC conditions before the FAF. Acknowledged 'runway' by First Officer and 'landing' by Captain. Clicked the CTAF frequency 5 times by [the] First Officer to assure lights would remain illuminated while on final; [as] requested by [the] Captain. Runway lights removed from view while just past the FAF.Then; [the] First Officer clicked 5 times on CTAF frequency again; after [the] Captain asked about the runway lights turning off; both runway lights illuminated again. Moments later we both acknowledged that we didn't see the PAPI to the left. CA (Captain) asked if I found the circumstances to land safe versus a missed approach late at night and snow in the forecast. [We] agreed it would be safe to land given the real time circumstances. Upon landing with no issue; Tower Controller got on CTAF frequency to apologize that they configured the runway lighting incorrectly; which is why it turned off momentarily. The First Officer reported the PAPI was also not working when lights returned. [The] ATC Controller reported on CTAF; 'That is weird;' and would be reporting it to airport operations. Great example in how reality and goal for safety require pilot judgment.
E175 flight crew reported that as the Tower Controller was closing up the Tower; had inadvertently turned off the runway lights; resulting in a non-functional PAPI lighting system while the crew was on approach.