Date: 201505
Local time of day: 0601-1200
Location: BDL.Airport, CT
Flight conditions: VMC
Light: Daylight
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight phase: Final Approach; Initial Approach
Airspace: Class E ZBW
ATC / advisory: CTAF BDL; TRACON BDL
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Situational Awareness; Troubleshooting
Second reporter function: Relief Pilot; First Officer
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; Flight Crew Requested ATC Assistance / Clarification; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Procedure; Airport; Chart Or Publication; Company Policy
Primary problem: Airport

Narrative: CEF apparently has operating hours we were not aware of. Nothing noted in NOTAM package or our Station Guide noting operational hours. Also; on the Jeppessen Approach charts; a CTAF frequency is noted leading you to believe the airfield is CTAF operational....it is not. Bradley Approach also must have thought CEF was CTAF operational as they cleared us a visual to Runway 23. Everything sounded fine for us except....no pilot controlled lighting (not designated but I would assume operational for a CTAF; no operational ILS to RWY 23 (not NOTAMed out); Also; I queried Bradley about swapping over to CTAF 134.85 and was told we could stay on 119.9. This was confusing as well. We had been trying to contact the airfield ops on 122.95 on our secondary VHF 15 to 20 minutes prior to arrival to no avail. Luckily we had this frequency up on secondary and got the call for a go around from airfield ops on his ramp radio. At that point we were informed the airfield was closed and we later found out not CTAF operational. We performed a go around and held at Chester until the field opened later that morning.1. Better planning on our part. I am sure the IFR Supplement or Airport Facility would reflect operating hours.2. IF a field is not CTAF operational; why put a CTAF Frequency reference on the approach plate? This sets aircrews up for failure.3. Approach Control should be more aware of CTAF operational fields in their area.


Second narrative: On final we noticed in addition to no ILS information; the PAPI was out as well. We began to wonder if the airport was open or not and if we could land or not. We attempted to look at NOTAMS and the JEPP charts to ascertain as to whether or not the airport was open and if we could land or not. We found no information; and seeing as we were cleared for a visual approach; we continued the approach. At around 200 FT we received a call over the OPS frequency telling us the airport was closed. We immediately called for go-around and executed a visual missed approach and were directed to enter holding. We went into holding at CTR VOR and held. Eventually the tower opened and they gave us a call to advice as such. We exited holding and returned back to CEF for another visual approach and normal landing.During the event; we communicated with the flight attendants and with the Company Dispatch.Lastly; Bradley Approach should; in our opinion; have been able to inform us if the airport was open or closed.


Synopsis: An aircraft on approach to CEF was unable to land because the airport was closed and neither ATC nor the company Dispatch were aware the closure. On short final with no ILS; PAPI or Runway lighting the crew was told to go around and hold until the airport opened.