Narrative:

On jan/xa/96 in aircraft nxxx, my student and I were planning a final preparation for his check ride flight. As I had previously requested, student received a standard WX briefing from bridgeport FSS at XD20 am. However, as I found out later he had asked for a briefing to fit and not sfz as I had requested. He was not given any NOTAMS for any airports along the route. I also received a standard briefing at home the same morning to sfz and fit on the duats service and somehow overlooked or did not receive the sfz NOTAMS. At XE00, a clearance was received from pvd to sfz at 2000 ft from clearance delivery. After takeoff we were cleared on course to sfz. When 5 mi from sfz we were told to change to sfz advisory frequency and radar service was terminated. We then listened to the ASOS at sfz, changed to the unicom frequency and announced that we were entering from the south, and requested an advisory. No advisory was received. Flying over the sfz airport at 2000 ft we determined that the runways had been plowed, and appeared to be in good condition. Runway 33 was chosen due to current winds. After departing the pattern and descending to 1500 ft (pattern altitude) we re-entered on the 45 degree to downwind, announced our intentions and set up for a short field landing. Just before landing we again verified that the runway appeared to be in good condition and after landing braking action was fair. After completing a second full stop landing, we noticed a state truck on the taxiway. There was no mention by the state unicom or vehicle that the airport was closed. We then departed the sfz airport to the north to continue on with our lesson. As we were 2 mi from the airport someone on the sfz unicom frequency reported that 'the sfz airport was now closed for snow removal on runway 5-23.' this was the first and only report given by the airport. After practicing several maneuvers we flew over fit airport then diverted to orh airport to practice more lndgs and then returned to pvd, completing the lesson around XH00 am. After the flight at approximately XH30 am, I found out for the first time while talking on the phone with an inspector that the sfz airport had been closed. After discussing the situation with the inspector, I realized that several mistakes had been made. Some by myself, by my student, by the pvd radar controllers, by the FSS at bridgeport, and by the sfz state unicom or snow removal crew. Because of the situation that took place and after review of the aim on obtaining a proper WX briefing, including NOTAMS and preparing a proper preflight, I believe that this situation can be avoided in the future by myself and those who work and teach with me.

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Original NASA ASRS Text

Title: THE FLT INSTRUCTOR AND STUDENT LANDED AT A CLOSED ARPT. THE FLT INSTRUCTOR USED DUAT IN PREFLT PLANNING AND NOTAM WAS NOT RECEIVED. THE STUDENT DID NOT CHK WITH FLT SVC ABOUT NOTAMS FOR THAT ARPT WHEN RECEIVING STANDARD BRIEFINGS, THE PLTS DID CALL ON THE UNICOM FREQ. THE SNOW REMOVAL AND STATE AGENCY WAS NOT MONITORING THE UNICOM. THERE WERE NO MARKINGS ON THE RWYS TO INDICATE THE RWYS WERE CLOSED.

Narrative: ON JAN/XA/96 IN ACFT NXXX, MY STUDENT AND I WERE PLANNING A FINAL PREPARATION FOR HIS CHK RIDE FLT. AS I HAD PREVIOUSLY REQUESTED, STUDENT RECEIVED A STANDARD WX BRIEFING FROM BRIDGEPORT FSS AT XD20 AM. HOWEVER, AS I FOUND OUT LATER HE HAD ASKED FOR A BRIEFING TO FIT AND NOT SFZ AS I HAD REQUESTED. HE WAS NOT GIVEN ANY NOTAMS FOR ANY ARPTS ALONG THE RTE. I ALSO RECEIVED A STANDARD BRIEFING AT HOME THE SAME MORNING TO SFZ AND FIT ON THE DUATS SVC AND SOMEHOW OVERLOOKED OR DID NOT RECEIVE THE SFZ NOTAMS. AT XE00, A CLRNC WAS RECEIVED FROM PVD TO SFZ AT 2000 FT FROM CLRNC DELIVERY. AFTER TKOF WE WERE CLRED ON COURSE TO SFZ. WHEN 5 MI FROM SFZ WE WERE TOLD TO CHANGE TO SFZ ADVISORY FREQ AND RADAR SVC WAS TERMINATED. WE THEN LISTENED TO THE ASOS AT SFZ, CHANGED TO THE UNICOM FREQ AND ANNOUNCED THAT WE WERE ENTERING FROM THE S, AND REQUESTED AN ADVISORY. NO ADVISORY WAS RECEIVED. FLYING OVER THE SFZ ARPT AT 2000 FT WE DETERMINED THAT THE RWYS HAD BEEN PLOWED, AND APPEARED TO BE IN GOOD CONDITION. RWY 33 WAS CHOSEN DUE TO CURRENT WINDS. AFTER DEPARTING THE PATTERN AND DSNDING TO 1500 FT (PATTERN ALT) WE RE-ENTERED ON THE 45 DEG TO DOWNWIND, ANNOUNCED OUR INTENTIONS AND SET UP FOR A SHORT FIELD LNDG. JUST BEFORE LNDG WE AGAIN VERIFIED THAT THE RWY APPEARED TO BE IN GOOD CONDITION AND AFTER LNDG BRAKING ACTION WAS FAIR. AFTER COMPLETING A SECOND FULL STOP LNDG, WE NOTICED A STATE TRUCK ON THE TXWY. THERE WAS NO MENTION BY THE STATE UNICOM OR VEHICLE THAT THE ARPT WAS CLOSED. WE THEN DEPARTED THE SFZ ARPT TO THE N TO CONTINUE ON WITH OUR LESSON. AS WE WERE 2 MI FROM THE ARPT SOMEONE ON THE SFZ UNICOM FREQ RPTED THAT 'THE SFZ ARPT WAS NOW CLOSED FOR SNOW REMOVAL ON RWY 5-23.' THIS WAS THE FIRST AND ONLY RPT GIVEN BY THE ARPT. AFTER PRACTICING SEVERAL MANEUVERS WE FLEW OVER FIT ARPT THEN DIVERTED TO ORH ARPT TO PRACTICE MORE LNDGS AND THEN RETURNED TO PVD, COMPLETING THE LESSON AROUND XH00 AM. AFTER THE FLT AT APPROX XH30 AM, I FOUND OUT FOR THE FIRST TIME WHILE TALKING ON THE PHONE WITH AN INSPECTOR THAT THE SFZ ARPT HAD BEEN CLOSED. AFTER DISCUSSING THE SIT WITH THE INSPECTOR, I REALIZED THAT SEVERAL MISTAKES HAD BEEN MADE. SOME BY MYSELF, BY MY STUDENT, BY THE PVD RADAR CTLRS, BY THE FSS AT BRIDGEPORT, AND BY THE SFZ STATE UNICOM OR SNOW REMOVAL CREW. BECAUSE OF THE SIT THAT TOOK PLACE AND AFTER REVIEW OF THE AIM ON OBTAINING A PROPER WX BRIEFING, INCLUDING NOTAMS AND PREPARING A PROPER PREFLT, I BELIEVE THAT THIS SIT CAN BE AVOIDED IN THE FUTURE BY MYSELF AND THOSE WHO WORK AND TEACH WITH ME.

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.