Narrative:

At midnight work was to be done on runway 11-29 until 6 am. During that time (tower closes at midnights), runway 11-29 was to be notamed closed. At the time, runway 11 ILS was OTS. The only available approachs were the ILS runway 29 or NDB runway 11. Though runway 11-29 was closed, runway 18-36 would still be available for circling approachs. Tower personnel were instructed to shut down the ILS system completely at the time of closure so that aircraft would not be able to attempt an approach to runway 29, even though they could circle to runway 18-36. ATC personnel were also instructed to issue a NOTAM that the runway 29 ILS was OTS (a lie). Additionally, at the time when tower closes, we throw a switch enabling pilot control of the MALSR's (approach lights). Control personnel were also instructed to turn the approach lighting system off and issue a NOTAM that runway 29 approach lights 'not available.' bangor FSS had direct communications with the men and equipment working on the runway. It is my opinion that deliberately disabling the ILS for runway 29 potentially could have led to a dangerous situation in a # of ways. 1) even though runway 18-36 was open, no aircraft could make a circling approach and if the ceiling was below ZBW's MVA the NDB approach would be the only approach available. This might have made it difficult for an aircraft to attempt the approach, even if the WX was VFR. 2) if an aircraft had some type of emergency, bangor radio could have had the men and equipment vacate runway 11-29 so that the INS runway would be available. With the approach lights and ILS deliberately disabled, this would not be an option. Luckily the ILS wasn't needed. Aside from the above, the fact that air traffic personnel were ordered to disable the ILS and approach lights is disturbing. To actually NOTAM the runway 29 ILS OTS can't possibly be legal.

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Original NASA ASRS Text

Title: ILS AND APCH LGT SHUTDOWN DURING RWY CLOSURE.

Narrative: AT MIDNIGHT WORK WAS TO BE DONE ON RWY 11-29 UNTIL 6 AM. DURING THAT TIME (TWR CLOSES AT MIDNIGHTS), RWY 11-29 WAS TO BE NOTAMED CLOSED. AT THE TIME, RWY 11 ILS WAS OTS. THE ONLY AVAILABLE APCHS WERE THE ILS RWY 29 OR NDB RWY 11. THOUGH RWY 11-29 WAS CLOSED, RWY 18-36 WOULD STILL BE AVAILABLE FOR CIRCLING APCHS. TWR PERSONNEL WERE INSTRUCTED TO SHUT DOWN THE ILS SYS COMPLETELY AT THE TIME OF CLOSURE SO THAT ACFT WOULD NOT BE ABLE TO ATTEMPT AN APCH TO RWY 29, EVEN THOUGH THEY COULD CIRCLE TO RWY 18-36. ATC PERSONNEL WERE ALSO INSTRUCTED TO ISSUE A NOTAM THAT THE RWY 29 ILS WAS OTS (A LIE). ADDITIONALLY, AT THE TIME WHEN TWR CLOSES, WE THROW A SWITCH ENABLING PLT CTL OF THE MALSR'S (APCH LIGHTS). CTL PERSONNEL WERE ALSO INSTRUCTED TO TURN THE APCH LIGHTING SYS OFF AND ISSUE A NOTAM THAT RWY 29 APCH LIGHTS 'NOT AVAILABLE.' BANGOR FSS HAD DIRECT COMS WITH THE MEN AND EQUIP WORKING ON THE RWY. IT IS MY OPINION THAT DELIBERATELY DISABLING THE ILS FOR RWY 29 POTENTIALLY COULD HAVE LED TO A DANGEROUS SITUATION IN A # OF WAYS. 1) EVEN THOUGH RWY 18-36 WAS OPEN, NO ACFT COULD MAKE A CIRCLING APCH AND IF THE CEILING WAS BELOW ZBW'S MVA THE NDB APCH WOULD BE THE ONLY APCH AVAILABLE. THIS MIGHT HAVE MADE IT DIFFICULT FOR AN ACFT TO ATTEMPT THE APCH, EVEN IF THE WX WAS VFR. 2) IF AN ACFT HAD SOME TYPE OF EMER, BANGOR RADIO COULD HAVE HAD THE MEN AND EQUIP VACATE RWY 11-29 SO THAT THE INS RWY WOULD BE AVAILABLE. WITH THE APCH LIGHTS AND ILS DELIBERATELY DISABLED, THIS WOULD NOT BE AN OPTION. LUCKILY THE ILS WASN'T NEEDED. ASIDE FROM THE ABOVE, THE FACT THAT AIR TFC PERSONNEL WERE ORDERED TO DISABLE THE ILS AND APCH LIGHTS IS DISTURBING. TO ACTUALLY NOTAM THE RWY 29 ILS OTS CAN'T POSSIBLY BE LEGAL.

Data retrieved from NASA's ASRS site as of July 2007 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.