Narrative:

During the preflight preparations; I (the captain) was reviewing the release; weather package and NOTAMS for the flight. I determined that the flight to ZZZ would require an alternate due to forecast weather in the weather package. The conditions in ZZZ were IFR. After reviewing the weather and confirming that the alternate of ZZZ1 was a good alternate I then reviewed the flight release and fuel requirements for the flight. I then moved on to the NOTAM section of the release. I began to review the NOTAM's for ZZZ1; then ZZZ and then ZZZ2. As I began reviewing the NOTAM's for ZZZ I right away noticed that there seemed to be an extraordinary number of NOTAM's for the ZZZ airport. NOTAM's affecting every approach; every runway and several taxiway closures. I then decided to call the dispatcher for our flight so that we could go over the NOTAM's together and to get some insight as to why there were so many NOTAM's affecting the runways and approaches. I felt that the dispatcher could have some knowledge to give me about ZZZ since I had not been there in sometime. I tried to send for the automated ATIS while I was in ZZZ1 but soon remembered that ZZZ does not have automated weather through ACARS. I then told the dispatcher that I had reviewed the NOTAM's and noted several notams affecting all the approaches and runways in ZZZ. We then reviewed the NOTAM's together and determined that there was no precision approaches in use because of NOTAM's and that the runway xx is under construction and the available landing distance was reduced by 2300 ft. He said both localizer approach mins had been raised. I had seen that the localizer approach visibility min had increased for the localizer to xx and and that the ILS mins to xx were not authorized. Somehow we had both come to the conclusion that only localizer approaches were available for xx and rwy xy. We discussed the localizer visibility minimums for both runways and determined that a localizer approach would be accomplished. I thanked the dispatcher and then we ended the call. I then had other duties to perform to get the a/c ready for flight. At the same time we had weather moving in quickly over the ZZZ1 airport and my first officer and I began to plan our departure. We had weather now that could close our departure corridor down as well as closing the ramp. Now our focus was to complete the flight preparations and finish boarding before the possibility of the ramp closing. Once off the gate our departure corridor temporarily closed down and then the airport had to be turned around. We now had another high workload environment to deal with but we took our time and re planned our departure. The point is that after I spoke to the dispatcher my intentions were to review the notams for ZZZ once again but I simply did not. Had I done another review I may have noticed the notam for the rwy xy ZZZ nav ILS llz/gp ots. This notam was not in the same section as the other notams affecting the runway approaches. It was listed several notams below after after a string of notams about several taxiway closures and airport markings issues. Once airborne and en route to ZZZ we began to listen for the ATIS for ZZZ. ZZZ atis can only be heard on the radio when you are within range of the airport. I received a metar via the acars and the metar indicated gusty winds from the northwest. It does not give runway in use but I could determine that it would be rwy xy. As we got close to the aiport the first officer began to pick up the atis. He relayed it to me and he said they were using the RNAV to rwy xy. I said we would have to do the localizer to xy. We did not have the approach plate to RNAV xy because this plate was never issued for this airport in our appraoch chart coverage. In the mean time I reviewed the notams for ZZZ to see if I had missed something. I soon discovered I had missed a notam that was close to the end of the laundry list of notams for ZZZ. It stated that the ILS lzz/gp out of service. Notonly did I miss this notam but so did the dispatcher. I then told the controller we were unable to continue and that we would now proceed to ZZZ1 which was our designated alternate. I informed the dispatcher and brought him up to speed on the situation. He replied quickly and suggested holding since we had ample holding fuel onboard. I soon realized that the dispatcher did not realize that the only approach in use was the RNAV xy and that he did not realize we did not have this approach. We had the approach in the database of the FMS but not a hard copy. The safest course of action was to go to the alternate and regroup there. When we landed in ZZZ1 we were met by an agent. The first thing she gave to me were 2 copies of the RNAV xy approach plates that were faxed to ZZZ1. I then knew the dispatcher had realized that we both missed the important notam affecting runway xy. I told him that the gate agent informed us that we were the 4th a/c that had diverted from ZZZ to ZZZ1 due to weather at ZZZ. We reviewed the current weather in ZZZ and I received a new release. We prepared the aircraft and once we completed our duties and refueled we took off for ZZZ now armed with the RNAV xy approach. What steps do I need to take on this flight that will ensure that I will return home safely to my family at the completion of every day? I know that this statement may sound selfish but if I complete the necessary steps before each flight to ensure my safe return home each day then everyone else who tags along for the ride(passengers & crew) enjoy those same results. Even though I did the very same tasks I always perform before each flight such as checking the release; aircraft airworthiness; reviewing weather; flight planning; and reviewing of notams and a list of other items I still missed an important notam. Even though I called the dispatcher and discussed the weather and notams I relied too much on our conversation and should have spent more attention to the hard copy in front of me. The dispatcher and I both made a mistake and we must both share this responsibility. I must remember though in the future that dispatchers take care of several flights at once and they are human just like me. Some flights are uneventful and routine but others are not. I must remember that no matter what is going on around me that I must spend adequate time on all the information provided to me to paint a picture of the flight. In addition; from now on I will not only brief the first officer on the notams but will ask the first officer to visually look at the notam printout so that notams are not missed. Some contributing factors to this event were: high workload environment due to weather at departure and destination; numerous notams for the destination airport involving all runways and their approaches; shorter landing distances due to runway construction; inoperative approach aids and the list goes on and on. Also I believe that all notams should be categorized in an easier format. In other words; if there are notams affecting an approach they should all be in the same section not sporadically separated by taxiway closures and airport markings notams etc etc.

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Original NASA ASRS Text

Title: Air Carrier Flight Crew and Dispatcher do not notice a NOTAM for destination airport that will preclude the flight from landing there due to ILS outage. RNAV approaches for this airport are not part of the Company provided approach chart coverage. Crew diverted to an alternate and was handed RNAV approach charts to complete the flight.

Narrative: During the preflight preparations; I (the Captain) was reviewing the release; weather package and NOTAMS for the flight. I determined that the flight to ZZZ would require an alternate due to forecast weather in the weather package. The conditions in ZZZ were IFR. After reviewing the weather and confirming that the alternate of ZZZ1 was a good alternate I then reviewed the flight release and fuel requirements for the flight. I then moved on to the NOTAM section of the release. I began to review the NOTAM's for ZZZ1; then ZZZ and then ZZZ2. As I began reviewing the NOTAM's for ZZZ I right away noticed that there seemed to be an extraordinary number of NOTAM's for the ZZZ airport. NOTAM's affecting every approach; every runway and several taxiway closures. I then decided to call the Dispatcher for our flight so that we could go over the NOTAM's together and to get some insight as to why there were so many NOTAM's affecting the runways and approaches. I felt that the Dispatcher could have some knowledge to give me about ZZZ since I had not been there in sometime. I tried to send for the automated ATIS while I was in ZZZ1 but soon remembered that ZZZ does not have automated weather through ACARS. I then told the Dispatcher that I had reviewed the NOTAM's and noted several notams affecting all the approaches and runways in ZZZ. We then reviewed the NOTAM's together and determined that there was no precision approaches in use because of NOTAM's and that the Runway XX is under construction and the available landing distance was reduced by 2300 FT. He said both localizer approach mins had been raised. I had seen that the LOC approach visibility min had increased for the LOC to XX and and that the ILS Mins to XX were not authorized. Somehow we had both come to the conclusion that only LOC approaches were available for XX and Rwy XY. We discussed the LOC visibility minimums for both runways and determined that a LOC approach would be accomplished. I thanked the Dispatcher and then we ended the call. I then had other duties to perform to get the a/c ready for flight. At the same time we had weather moving in quickly over the ZZZ1 airport and my first officer and I began to plan our departure. We had weather now that could close our departure corridor down as well as closing the ramp. Now our focus was to complete the flight preparations and finish boarding before the possibility of the ramp closing. Once off the gate our departure corridor temporarily closed down and then the airport had to be turned around. We now had another high workload environment to deal with but we took our time and re planned our departure. The point is that after I spoke to the dispatcher my intentions were to review the notams for ZZZ once again but I simply did not. Had I done another review I may have noticed the notam for the Rwy XY ZZZ Nav ILS LLZ/GP ots. This notam was not in the same section as the other notams affecting the runway approaches. It was listed several notams below after after a string of notams about several taxiway closures and airport markings issues. Once airborne and en route to ZZZ we began to listen for the ATIS for ZZZ. ZZZ atis can only be heard on the radio when you are within range of the airport. I received a metar via the acars and the metar indicated gusty winds from the northwest. It does not give runway in use but I could determine that it would be Rwy XY. As we got close to the aiport the FO began to pick up the Atis. He relayed it to me and he said they were using the RNAV to Rwy XY. I said we would have to do the LOC to XY. We did not have the approach plate to RNAV XY because this plate was never issued for this airport in our appraoch chart coverage. In the mean time I reviewed the notams for ZZZ to see if I had missed something. I soon discovered I had missed a notam that was close to the end of the laundry list of Notams for ZZZ. It stated that the ILS LZZ/GP out of service. Notonly did I miss this Notam but so did the dispatcher. I then told the controller we were unable to continue and that we would now proceed to ZZZ1 which was our designated alternate. I informed the dispatcher and brought him up to speed on the situation. He replied quickly and suggested holding since we had ample holding fuel onboard. I soon realized that the dispatcher did not realize that the only approach in use was the RNAV XY and that he did not realize we did not have this approach. We had the approach in the database of the FMS but not a hard copy. The safest course of action was to go to the Alternate and regroup there. When we landed in ZZZ1 we were met by an agent. The first thing she gave to me were 2 copies of the RNAV XY approach plates that were faxed to ZZZ1. I then knew the dispatcher had realized that we both missed the important Notam affecting RWY XY. I told him that the gate agent informed us that we were the 4th a/c that had diverted from ZZZ to ZZZ1 due to weather at ZZZ. we reviewed the current weather in ZZZ and I received a new release. We prepared the aircraft and once we completed our duties and refueled we took off for ZZZ now armed with the RNAV XY approach. What steps do I need to take on this flight that will ensure that I will return home safely to my family at the completion of every day? I know that this statement may sound selfish but If I complete the necessary steps before each flight to ensure my safe return home each day then everyone else who tags along for the ride(Passengers & Crew) enjoy those same results. Even though I did the very same tasks I always perform before each flight such as Checking the release; aircraft airworthiness; reviewing weather; flight planning; and reviewing of Notams and a list of other items I still missed an important Notam. Even though I called the dispatcher and discussed the weather and Notams I relied too much on our conversation and should have spent more attention to the Hard copy in front of me. The dispatcher and I both made a mistake and we must both share this responsibility. I must remember though in the future that dispatchers take care of several flights at once and they are human just like me. Some flights are uneventful and routine but others are not. I must remember that no matter what is going on around me that I must spend adequate time on all the information provided to me to paint a picture of the flight. In addition; from now on I will not only brief the FO on the notams but will ask the FO to visually look at the notam printout so that notams are not missed. Some contributing factors to this event were: High workload environment due to Weather at departure and destination; numerous notams for the destination airport involving all runways and their approaches; shorter landing distances due to runway construction; inoperative approach aids and the list goes on and on. Also I believe that all notams should be categorized in an easier format. In other words; if there are notams affecting an approach they should all be in the same section not sporadically separated by taxiway closures and airport markings notams etc etc.

Data retrieved from NASA's ASRS site as of April 2012 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.