Narrative:

While en route to ZZZ; the local ASOS was reporting 200 ft overcast and 1 SM visibility. We were vectored and cleared by center for the ILS xx. Upon reaching decision altitude; the captain advised 'no contact; go around' and we executed the published missed approach procedure. After contacting center and entering the hold; the captain contacted dispatch; and they determined that we had enough fuel to attempt the ILS xx at ZZZ one more time and then divert to the filed alternate of ZZZ1. We then advised center that we would like to try the approach again; at which point we were cleared again for the ILS at ZZZ. After reaching decision altitude on the second attempt; the captain again advised me to go around; and we executed the published missed approach and hold. The captain then contacted dispatch again; at which point we were advised to divert to ZZZ2. It was my understanding that the reason we could not divert to ZZZ1 as planned; was because no station personnel were available to meet the flight. When we picked up the ASOS at ZZZ2 while en route; the ceiling was reported as 400 ft overcast. The only approach availability with minimums below 400 ft was the ILS xx. After being vectored and cleared for the ILS xy at ZZZ2 by center; I notified the captain that we were not yet picking up the localizer. We both confirmed that we had the proper frequency set in navigation #1 and navigation #2. The captain then notified center of the problem. The controller then checked NOTAMS and did not find any NOTAM about the ILS runway xy being OTS. He then told us that he made a NOTAM about the ILS being OTS. The captain then contacted dispatch once again; as our fuel was starting to get low; and the dispatcher notified the captain that we should divert to ZZZ3 where the skies were reported to be clear. Center cleared us direct to ZZZ3. While en route; we pulled the power back to maintain the long range cruise speed indicated on the eadi; and started a slow climb; both to conserve fuel. The captain notified center that we were going to be landing with less than half an hour of fuel on board; and the controller said that he would notify ATC so they 'won't put you behind somebody else.' while still en route; the 'right low level' light illuminated on the overhead panel. The captain ran the QRH procedure for the light. A few mins later; the 'left low level' light came on; as well. After being handed off to ZZZ3 approach; the controller asked us if we were an emergency; as ATC at ZZZ3 was closing in about 3 mins (but would stay open if we were an emergency). The captain then informed the controller that we were indeed declaring an emergency; and the controller cleared us straight in. The controller also advised us that he was going to roll the trucks as standard procedure. Once we had the runway in sight; we were cleared to land; and the flight ended without further incident. After shutting down the aircraft; we had approximately 350-400 pounds total of fuel remaining in the fuel tanks. After about an hour on the ground at ZZZ3; we departed back to ZZZ4 uneventfully. The low fuel condition and subsequent emergency landing were a direct result of the ILS at ZZZ2 being unknowingly OTS. Until we were vectored onto the approach; nobody (flight crew; dispatcher; ATC) knew that the ILS was not operating properly. Had the ILS been operating correctly with the reported WX at the field; the flight could have landed at ZZZ2 as a normal diverted flight.

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Original NASA ASRS Text

Title: SF340 FLT CREW REPORTS WEATHER DIVERSION AFTER TWO ATTEMPTS TO LAND AT DESTINATION AND DIVERSION TO SECOND ALTERNATE AFTER LOC FAILURE AT FIRST ALTERNATE. LOW FUEL EMERGENCY IS DECLARED.

Narrative: WHILE ENRTE TO ZZZ; THE LCL ASOS WAS RPTING 200 FT OVCST AND 1 SM VISIBILITY. WE WERE VECTORED AND CLRED BY CTR FOR THE ILS XX. UPON REACHING DECISION ALT; THE CAPT ADVISED 'NO CONTACT; GAR' AND WE EXECUTED THE PUBLISHED MISSED APCH PROC. AFTER CONTACTING CTR AND ENTERING THE HOLD; THE CAPT CONTACTED DISPATCH; AND THEY DETERMINED THAT WE HAD ENOUGH FUEL TO ATTEMPT THE ILS XX AT ZZZ ONE MORE TIME AND THEN DIVERT TO THE FILED ALTERNATE OF ZZZ1. WE THEN ADVISED CTR THAT WE WOULD LIKE TO TRY THE APCH AGAIN; AT WHICH POINT WE WERE CLRED AGAIN FOR THE ILS AT ZZZ. AFTER REACHING DECISION ALT ON THE SECOND ATTEMPT; THE CAPT AGAIN ADVISED ME TO GO AROUND; AND WE EXECUTED THE PUBLISHED MISSED APCH AND HOLD. THE CAPT THEN CONTACTED DISPATCH AGAIN; AT WHICH POINT WE WERE ADVISED TO DIVERT TO ZZZ2. IT WAS MY UNDERSTANDING THAT THE REASON WE COULD NOT DIVERT TO ZZZ1 AS PLANNED; WAS BECAUSE NO STATION PERSONNEL WERE AVAILABLE TO MEET THE FLT. WHEN WE PICKED UP THE ASOS AT ZZZ2 WHILE ENRTE; THE CEILING WAS RPTED AS 400 FT OVCST. THE ONLY APCH AVAILABILITY WITH MINIMUMS BELOW 400 FT WAS THE ILS XX. AFTER BEING VECTORED AND CLRED FOR THE ILS XY AT ZZZ2 BY CTR; I NOTIFIED THE CAPT THAT WE WERE NOT YET PICKING UP THE LOC. WE BOTH CONFIRMED THAT WE HAD THE PROPER FREQ SET IN NAV #1 AND NAV #2. THE CAPT THEN NOTIFIED CTR OF THE PROB. THE CTLR THEN CHKED NOTAMS AND DID NOT FIND ANY NOTAM ABOUT THE ILS RWY XY BEING OTS. HE THEN TOLD US THAT HE MADE A NOTAM ABOUT THE ILS BEING OTS. THE CAPT THEN CONTACTED DISPATCH ONCE AGAIN; AS OUR FUEL WAS STARTING TO GET LOW; AND THE DISPATCHER NOTIFIED THE CAPT THAT WE SHOULD DIVERT TO ZZZ3 WHERE THE SKIES WERE RPTED TO BE CLR. CTR CLRED US DIRECT TO ZZZ3. WHILE ENRTE; WE PULLED THE PWR BACK TO MAINTAIN THE LONG RANGE CRUISE SPD INDICATED ON THE EADI; AND STARTED A SLOW CLB; BOTH TO CONSERVE FUEL. THE CAPT NOTIFIED CTR THAT WE WERE GOING TO BE LNDG WITH LESS THAN HALF AN HR OF FUEL ON BOARD; AND THE CTLR SAID THAT HE WOULD NOTIFY ATC SO THEY 'WON'T PUT YOU BEHIND SOMEBODY ELSE.' WHILE STILL ENRTE; THE 'R LOW LEVEL' LIGHT ILLUMINATED ON THE OVERHEAD PANEL. THE CAPT RAN THE QRH PROC FOR THE LIGHT. A FEW MINS LATER; THE 'L LOW LEVEL' LIGHT CAME ON; AS WELL. AFTER BEING HANDED OFF TO ZZZ3 APCH; THE CTLR ASKED US IF WE WERE AN EMER; AS ATC AT ZZZ3 WAS CLOSING IN ABOUT 3 MINS (BUT WOULD STAY OPEN IF WE WERE AN EMER). THE CAPT THEN INFORMED THE CTLR THAT WE WERE INDEED DECLARING AN EMER; AND THE CTLR CLRED US STRAIGHT IN. THE CTLR ALSO ADVISED US THAT HE WAS GOING TO ROLL THE TRUCKS AS STANDARD PROC. ONCE WE HAD THE RWY IN SIGHT; WE WERE CLRED TO LAND; AND THE FLT ENDED WITHOUT FURTHER INCIDENT. AFTER SHUTTING DOWN THE ACFT; WE HAD APPROX 350-400 LBS TOTAL OF FUEL REMAINING IN THE FUEL TANKS. AFTER ABOUT AN HR ON THE GND AT ZZZ3; WE DEPARTED BACK TO ZZZ4 UNEVENTFULLY. THE LOW FUEL CONDITION AND SUBSEQUENT EMER LNDG WERE A DIRECT RESULT OF THE ILS AT ZZZ2 BEING UNKNOWINGLY OTS. UNTIL WE WERE VECTORED ONTO THE APCH; NOBODY (FLT CREW; DISPATCHER; ATC) KNEW THAT THE ILS WAS NOT OPERATING PROPERLY. HAD THE ILS BEEN OPERATING CORRECTLY WITH THE RPTED WX AT THE FIELD; THE FLT COULD HAVE LANDED AT ZZZ2 AS A NORMAL DIVERTED FLT.

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.