Narrative:

Our crews should know about this 'known' issue before trying to fly this approach. On approach we briefed a visual approach backed up by the ILS. There was no NOTAM or ATIS information describing any issues with the ILS. The first officer ran the approach checklist and had no abnormal indications with identifying the frequency for the ILS. On base to final; we were cleared for the visual approach. I armed the ILS with the autopilot on. As we started to cross the centerline of the final approach course; I realized the localizer was not coming alive and the autopilot was continuing on its present course of about 245 on the heading. I verified via the navigation display that we were lined up for the right runway. I turned off the autopilot; and manually flew the approach to the runway. After landing; we asked approach/tower/ground (all the same person) if the ILS was out of service. He stated that there have been reports of it not working in the past and he would pass along the information to airport facilities. It would have been nice for us to have had a heads up from approach or a NOTAM of some kind that there have been previous issues with this ILS signal.there are other notes about GPS jamming from the military and that sometimes RNAV approaches are not possible. I'm just glad the weather was good. Please let ATC know we'd like to have some information about possible problems with their localizer signal. Thank you for your time.[there was] no localizer signal; even though there was a good identification with morse code. I suggest ATC pass information directly or via ATIS; a NOTAM; a jepp note on company page; or company alert to the airport in range message. I haven't flown in here much so I don't know if this is a reoccurring event or not.

Google
 

Original NASA ASRS Text

Title: Captain reported not receiving the localizer signal while flying the ILS Runway 22 into ELP; consequently; overshooting the final approach centerline.

Narrative: Our crews should know about this 'known' issue before trying to fly this approach. On approach we briefed a Visual Approach backed up by the ILS. There was no NOTAM or ATIS information describing any issues with the ILS. The First Officer ran the approach checklist and had no abnormal indications with identifying the frequency for the ILS. On base to final; we were cleared for the Visual Approach. I armed the ILS with the autopilot on. As we started to cross the centerline of the final approach course; I realized the localizer was not coming alive and the autopilot was continuing on its present course of about 245 on the heading. I verified via the NAV Display that we were lined up for the right runway. I turned off the autopilot; and manually flew the approach to the runway. After landing; we asked Approach/Tower/Ground (All the same person) if the ILS was out of service. He stated that there have been reports of it not working in the past and he would pass along the information to airport facilities. It would have been nice for us to have had a heads up from Approach or a NOTAM of some kind that there have been previous issues with this ILS signal.There are other notes about GPS jamming from the military and that sometimes RNAV approaches are not possible. I'm just glad the weather was good. Please let ATC know we'd like to have some information about possible problems with their Localizer signal. Thank you for your time.[There was] no Localizer signal; even though there was a good identification with Morse code. I suggest ATC pass information directly or via ATIS; a NOTAM; a JEPP note on company page; or company alert to the airport in range message. I haven't flown in here much so I don't know if this is a reoccurring event or not.

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.