Narrative:

The WX at appleton had gone from 1000 ft and 10 mi visibility in light snow to 1 mi visibility very suddenly, in 5-10 mins time. We were handed off to green bay approach and given a vector for the ILS 29 at atw. The vector brought us in too close, and the turn on was given to us late. We crossed through the localizer and had to reintercept. The GS had begun to drop below us when the localizer finally came back alive. Although well within legal bounds to begin the descent on glide path, this situation was right at my personally-set limitations. I called for the gear and flaps on speed and the captain ran through the before landing checks. Green bay approach had not given us a good vector, had not given us a good turn on, nor did he ever tell us to switch to tower. We landed without incident, having broken out at 600-800 ft, and noticed approach frequency on the communication. I fully realize that it is ultimately the crew's responsibility to gain clearance, but it was 5 1/2 hours into a 7 hour day of flying in miserable WX, with never more than 20 mins on the ground at any one time. We were somewhat fatigued. I have noticed in the past many shortcomings with grb approach (late dscnts, clearance for a visual approach while still above the deck, bad vectors, lousy turn-ONS, etc) and my captain grumbled about 3 incidents in the last week with them. It was our fault, but green bay, once again, had made it easy to make a mistake.

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Original NASA ASRS Text

Title: LTT LANDS WITHOUT CLRNC.

Narrative: THE WX AT APPLETON HAD GONE FROM 1000 FT AND 10 MI VISIBILITY IN LIGHT SNOW TO 1 MI VISIBILITY VERY SUDDENLY, IN 5-10 MINS TIME. WE WERE HANDED OFF TO GREEN BAY APCH AND GIVEN A VECTOR FOR THE ILS 29 AT ATW. THE VECTOR BROUGHT US IN TOO CLOSE, AND THE TURN ON WAS GIVEN TO US LATE. WE CROSSED THROUGH THE LOC AND HAD TO REINTERCEPT. THE GS HAD BEGUN TO DROP BELOW US WHEN THE LOC FINALLY CAME BACK ALIVE. ALTHOUGH WELL WITHIN LEGAL BOUNDS TO BEGIN THE DSCNT ON GLIDE PATH, THIS SIT WAS RIGHT AT MY PERSONALLY-SET LIMITATIONS. I CALLED FOR THE GEAR AND FLAPS ON SPD AND THE CAPT RAN THROUGH THE BEFORE LNDG CHKS. GREEN BAY APCH HAD NOT GIVEN US A GOOD VECTOR, HAD NOT GIVEN US A GOOD TURN ON, NOR DID HE EVER TELL US TO SWITCH TO TWR. WE LANDED WITHOUT INCIDENT, HAVING BROKEN OUT AT 600-800 FT, AND NOTICED APCH FREQ ON THE COM. I FULLY REALIZE THAT IT IS ULTIMATELY THE CREW'S RESPONSIBILITY TO GAIN CLRNC, BUT IT WAS 5 1/2 HRS INTO A 7 HR DAY OF FLYING IN MISERABLE WX, WITH NEVER MORE THAN 20 MINS ON THE GND AT ANY ONE TIME. WE WERE SOMEWHAT FATIGUED. I HAVE NOTICED IN THE PAST MANY SHORTCOMINGS WITH GRB APCH (LATE DSCNTS, CLRNC FOR A VISUAL APCH WHILE STILL ABOVE THE DECK, BAD VECTORS, LOUSY TURN-ONS, ETC) AND MY CAPT GRUMBLED ABOUT 3 INCIDENTS IN THE LAST WK WITH THEM. IT WAS OUR FAULT, BUT GREEN BAY, ONCE AGAIN, HAD MADE IT EASY TO MAKE A MISTAKE.

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.