A B757-200 crew conducted an IMC ILS approach to mggt while the ILS was NOTAM'ed unusable.

Attributes
ACN	648773
Time
Date	200503
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : mggt.airport
State Reference	FO
Altitude	msl single value : 5500
Environment
Flight Conditions	IMC
Aircraft 1
Controlling Facilities	tracon : mggt.tracon
Operator	common carrier : air carrier
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Navigation In Use	ils localizer & glide slope : 1
Flight Phase	descent : approach
Route In Use	approach : instrument precision
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 225 flight time total : 10000 flight time type : 3800
ASRS Report	648773
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 200 flight time total : 13000 flight time type : 4000
ASRS Report	648774
Events
Anomaly	non adherence : far non adherence : published procedure non adherence : company policies
Independent Detector	aircraft equipment other aircraft equipment : igs/autoplt
Resolutory Action	flight crew : overrode automation flight crew : overcame equipment problem none taken : detected after the fact none taken : anomaly accepted
Supplementary
Problem Areas	Flight Crew Human Performance Company ATC Human Performance Chart Or Publication
Primary Problem	Flight Crew Human Performance

Narrative:

Approaching mggt; we were cleared the ILS DME arc runway 1. I idented the localizer (listening to the beeps and dashes twice). The ATIS WX was a few clouds at 400 ft AGL; 1200 ft scattered; 9000 ft broken; visibility 2000 meters. After intercepting final and about 800-600 ft AGL; we momentarily lost the GS signal and the autoplt kicked off. The captain immediately took over manually (we were between broken to scattered layers at the time). Within a second or two we got the GS signal back and landed uneventfully. After landing rollout; I advised tower that we momentarily lost the GS signal on the approach. He replied that the localizer/GS was unsvcable between XA00-XC00Z. I asked; 'why then were we cleared for the ILS approach?' but I got no response. After arriving at the gate; we looked over the single dispatch (ACARS) paperwork and realized that we had overlooked that NOTAM. When the paperwork printed out; the NOTAMS were nowhere close to the mggt WX (where you normally see it). I believe this was a factor in us not seeing that particular NOTAM. We definitely received a good identify on the localizer and aurora approach cleared us for the ILS and we flew it not realizing that it was technically NOTAM'ed unsvcable during that time frame. Supplemental information from acn 648774: we asked him to confirm it was the ILS DME arc runway 1 pinos transition; and were told 'affirmative.' this is pretty standard for mggt as they are very poor ATC wise (and even worse when replacement controllers are working there). We have so many NOTAMS that are useless information and extremely long at so many airports; it is easy to become complacent about reading them in detail. I still believe that even though the NOTAM showed it down for maintenance; as we did receive it; identify it; nothing on the ATIS; and were cleared for that approach; we were not illegal; but obviously this could have been a safety hazard (a go around was about to be initiated when the GS came back).

Original NASA ASRS Text

Title: A B757-200 CREW CONDUCTED AN IMC ILS APCH TO MGGT WHILE THE ILS WAS NOTAM'ED UNUSABLE.

Narrative: APCHING MGGT; WE WERE CLRED THE ILS DME ARC RWY 1. I IDENTED THE LOC (LISTENING TO THE BEEPS AND DASHES TWICE). THE ATIS WX WAS A FEW CLOUDS AT 400 FT AGL; 1200 FT SCATTERED; 9000 FT BROKEN; VISIBILITY 2000 METERS. AFTER INTERCEPTING FINAL AND ABOUT 800-600 FT AGL; WE MOMENTARILY LOST THE GS SIGNAL AND THE AUTOPLT KICKED OFF. THE CAPT IMMEDIATELY TOOK OVER MANUALLY (WE WERE BTWN BROKEN TO SCATTERED LAYERS AT THE TIME). WITHIN A SECOND OR TWO WE GOT THE GS SIGNAL BACK AND LANDED UNEVENTFULLY. AFTER LNDG ROLLOUT; I ADVISED TWR THAT WE MOMENTARILY LOST THE GS SIGNAL ON THE APCH. HE REPLIED THAT THE LOC/GS WAS UNSVCABLE BTWN XA00-XC00Z. I ASKED; 'WHY THEN WERE WE CLRED FOR THE ILS APCH?' BUT I GOT NO RESPONSE. AFTER ARRIVING AT THE GATE; WE LOOKED OVER THE SINGLE DISPATCH (ACARS) PAPERWORK AND REALIZED THAT WE HAD OVERLOOKED THAT NOTAM. WHEN THE PAPERWORK PRINTED OUT; THE NOTAMS WERE NOWHERE CLOSE TO THE MGGT WX (WHERE YOU NORMALLY SEE IT). I BELIEVE THIS WAS A FACTOR IN US NOT SEEING THAT PARTICULAR NOTAM. WE DEFINITELY RECEIVED A GOOD IDENT ON THE LOC AND AURORA APCH CLRED US FOR THE ILS AND WE FLEW IT NOT REALIZING THAT IT WAS TECHNICALLY NOTAM'ED UNSVCABLE DURING THAT TIME FRAME. SUPPLEMENTAL INFO FROM ACN 648774: WE ASKED HIM TO CONFIRM IT WAS THE ILS DME ARC RWY 1 PINOS TRANSITION; AND WERE TOLD 'AFFIRMATIVE.' THIS IS PRETTY STANDARD FOR MGGT AS THEY ARE VERY POOR ATC WISE (AND EVEN WORSE WHEN REPLACEMENT CTLRS ARE WORKING THERE). WE HAVE SO MANY NOTAMS THAT ARE USELESS INFO AND EXTREMELY LONG AT SO MANY ARPTS; IT IS EASY TO BECOME COMPLACENT ABOUT READING THEM IN DETAIL. I STILL BELIEVE THAT EVEN THOUGH THE NOTAM SHOWED IT DOWN FOR MAINT; AS WE DID RECEIVE IT; IDENT IT; NOTHING ON THE ATIS; AND WERE CLRED FOR THAT APCH; WE WERE NOT ILLEGAL; BUT OBVIOUSLY THIS COULD HAVE BEEN A SAFETY HAZARD (A GAR WAS ABOUT TO BE INITIATED WHEN THE GS CAME BACK).

Data retrieved from NASA's ASRS site as of January 2009 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.