Date: 201809
Local time of day: 0601-1200
Location: ATL.Airport, GA
Flight conditions: VMC
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Aircraft component: INS / IRS / IRU
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial; Flight Crew Multiengine
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Procedure
Primary problem: Procedure

Narrative: Arriving ATL; we were vectored off the GNDLF2 and given heading 020; descend to 5;000 feet. We had planned; loaded; and briefed the ILS PRM 08L. Approach confirmed we could expect that. We initiated the Approach Checklist but held it at NAVAIDS since we couldn't positively tune the ILS 08L. We received the approach clearance; turned to heading 070; [and] maintained 5;000 feet. The Captain tried to reset the ILS approach in the FMS. While that was occurring; I realized we were about to cross the approach corridor so I LNAV'd to JAAJJ at 5;000 feet. The ILS approach was loaded and displayed on the instruments; but we still couldn't receive a positive ID. The Captain then tried to manually tune the ILS. While he did this; I directed the plane in a VNAV descent toward the MDA. The Captain announced he was unable to tune the ILS. It still displayed PARK. At roughly 3;500 feet; we broke through the clouds and took over visually outside SCHEL; the FAF. We continued the approach visually; deviating slightly left of course to bias ourselves away from the other runways. We completed the Approach Checklist for a visual approach and the Before Landing Checklist. About 2 mile final; the Monitor Controller called saying we were approaching the northern edge of the NTZ and asked if we were having localizer problems. We confirmed we were not receiving the localizer and were operating visually. He acknowledged. We landed uneventfully. Aircraft was just released from a maintenance check. It had not flown and no one had checked the ILS receivers. When we tried to tune the ILS receiver; both automatically and manually; it remained frozen in the PARK position and would not respond. Only suggestion is to have Maintenance run and check on the ILS receivers as part of the Maintenance C check.


Second narrative: In short; we flew an ILS PRM Approach using LNAV/VNAV in lieu of the ILS radio and glideslope. Pilot Flying briefed the approach and we received good communication checks with ATC on primary and secondary communication radios for the approach. ATC gave us a dogleg intercept heading and cleared us for the ILS 08L approach at 5;000 feet. We noticed the ILS was not auto-tuning. Both of us confirmed the ILS 8L was selected on the ARR Page and the ILS 8L ground track and waypoints appeared on our ND's. As Pilot Monitoring; I unsuccessfully tried cycling ILS 8L on the ARR Page. I then tried manually selecting 109.3/095 (ILS 08L) on the NAV/RAD Page; but kept getting an 'invalid entry' message in the FMS scratch pad. I also tried 109.9/095 (ILS 08R); but got the same response. Ultimately; I reselected ILS 8L on the ARR Page. As we approached our final course; the Pilot Flying transitioned to LNAV to intercept final and remain north and out of the transgression zone. In flying the approach; the Pilot Flying remained slightly to the left/north of course and remained clear of the transgression zone. As we approached our descent point; the Pilot Flying selected a lower altitude and descended us in VNAV. We had ground contact by 4;000 feet; well above our 3;100 feet MSA [Minimum Sector Altitude]. By the MSA; we had visual contact with the airport environment; we continued. At approximately 1;500 feet AGL; Tower cleared us to land. At approximately 1;000 feet AGL; Tower asked if we showed ourselves left of course. I affirmed that and said we were having trouble receiving the ILS. I added that we had just picked up the aircraft from Maintenance and would have it checked. We landed without incident. Once in parking; I called [Maintenance]; explained our problem; and relayed our brief conversation with Tower on final. ILS Radio would neither auto-tune nor manual tune. Perhaps flight test the auto-tune feature before releasing the aircraft to the line. This was the first line/delivery flight leg of the aircraft following heavy maintenance.


Synopsis: B767 flight crew reported not getting the ILS receiver to tune either via auto-tune or manually during an ILS PRM approach.