Narrative:

We had just completed our last leg for the day. The flight was VMC from ZZZ-avl. I was the pm (pilot monitoring). As we approached our destination we tuned to the ATIS frequency for avl. Despite the airport information showing tower operations until xb:00 local we noticed the tower closed at xa:00. We discussed operations into non-towered airfields; radio calls on approach; pilot controlled lighting and taxiway closures. I noticed on the captain's ipad he had highlighted the taxi closures. After a normal landing to runway 35 we exited onto A6 then a right on to a. As we approached H we noticed the taxi barricades. We tried a 180 degree turn on a and soon realized that would not work. The captain stated he wanted to continue onto the FBO ramp and get back on to the taxiways via the ramp. We saw a couple planes and thought it would be ok. As we made the turn we then were able to see multiple airplanes parking on the ramp. As we approached the ramp I was looking our the window to ensure wing clearance with the parked aircraft. The captain felt it would not be safe any longer and stopped. We felt the aircraft shift down to the left. At first we felt we make have rolled over uneven concrete. We called operations and they arrived. When they arrived they informed us we had taxied off the ramp and onto the grass area. In discussions between the captain and I we confirmed that the very limited lighting; massive construction project and confusion of all the lights led to our situation.the airport is very dimly lit. The construction has many areas marked off with numerous flashing lights that adds to confusion. The aircraft taxi lights are lights in name only. I have not been on one aircraft where the taxi lights are helpful. Even in airports with many lights (i.e.; lga; jfk; atl) it is hard to see and maintain taxiway markings with the aircraft lighting. We also transcribed the taxi closures incorrectly. I noticed the captain had marked the taxi closure on his ipad but failed to verify with my own. I; as pm; have the duty to double check every bit of flight information. I listened to the ATIS and taxi closures yet did not verify it was what captain marked on ipad.[one recommendation would be] a software code that would provide option to transpose taxi and runway closures onto the taxi diagram. Much like the option to add radar to a flight map or turbulence. A code to detect closures in notams and automatically mark it diagram. But until then a pilot to pilot check of closures to be included in briefs as per standards.

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Original NASA ASRS Text

Title: First Officer reported a ramp excursion due to a dimly lit area and construction lights adding to the confusion.

Narrative: We had just completed our last leg for the day. The flight was VMC from ZZZ-AVL. I was the PM (Pilot Monitoring). As we approached our destination we tuned to the ATIS frequency for AVL. Despite the airport information showing Tower operations until XB:00 local we noticed the Tower closed at XA:00. We discussed operations into non-towered airfields; radio calls on approach; pilot controlled lighting and taxiway closures. I noticed on the Captain's iPad he had highlighted the taxi closures. After a normal landing to Runway 35 we exited onto A6 then a right on to A. As we approached H we noticed the taxi barricades. We tried a 180 degree turn on A and soon realized that would not work. The Captain stated he wanted to continue onto the FBO ramp and get back on to the taxiways via the ramp. We saw a couple planes and thought it would be ok. As we made the turn we then were able to see multiple airplanes parking on the ramp. As we approached the ramp I was looking our the window to ensure wing clearance with the parked aircraft. The Captain felt it would not be safe any longer and stopped. We felt the aircraft shift down to the left. At first we felt we make have rolled over uneven concrete. We called OPS and they arrived. When they arrived they informed us we had taxied off the ramp and onto the grass area. In discussions between the Captain and I we confirmed that the very limited lighting; massive construction project and confusion of all the lights led to our situation.The airport is very dimly lit. The construction has many areas marked off with numerous flashing lights that adds to confusion. The aircraft taxi lights are lights in name only. I have not been on one aircraft where the taxi lights are helpful. Even in airports with many lights (i.e.; LGA; JFK; ATL) it is hard to see and maintain taxiway markings with the aircraft lighting. We also transcribed the taxi closures incorrectly. I noticed the Captain had marked the taxi closure on his iPad but failed to verify with my own. I; as PM; have the duty to double check every bit of flight information. I listened to the ATIS and taxi closures yet did not verify it was what Captain marked on iPad.[One recommendation would be] a software code that would provide option to transpose taxi and runway closures onto the taxi diagram. Much like the option to add radar to a flight map or turbulence. A code to detect closures in NOTAMs and automatically mark it diagram. But until then a pilot to pilot check of closures to be included in briefs as per standards.

Data retrieved from NASA's ASRS site 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.