AN ACR LGT CAPT THINKS THAT HE MAY HAVE MADE AN APCH BELOW MINIMUMS.

Narrative

ABOUT 20 MINS OUT; THE SALT LAKE ATIS ADVERTISED A VISIBILITY OF 3 MI AND AN ASR APCH TO RWY 35. I GOT IN THE BOOKS TO BE SURE WE WERE LEGAL TO FLY THE APCH. WE WERE; SO I BRIEFED THE APCH AND SET UP THE INSTS AND ALTIMETERS. (MY ACR REQUIRES PUBLISHED MDA OR 1000 AND 3; WHICHEVER IS HIGHER.) AT ABOUT 15 MI OUT; APCH CTL CALLED TO CHANGE TO AN ILS TO 34; SIDESTEP TO 35. WE WERE GIVEN AN INTERCEPT HDG AND CLRED FOR THE APCH. I STARTED SETTING UP THE APCH. I SET UP THE 34 ILS BUT COULDN'T FIND A PUBLISHED SIDESTEP TO 35. THE FO COULDN'T FIND ONE EITHER. WE NOTIFIED APCH AND WERE TOLD THE APCH WAS NOW AN ILS TO RWY 34 CIRCLE TO LAND ON RWY 35. BY THIS TIME WE HAVE ESTABLISHED THE ACFT ON THE 34 ILS GS AND LOC AND HAD GND CONTACT ABOUT 6-7 MI OUT. SHORTLY THEREAFTER; THE TWR ADVISED US THE ACFT AHEAD RPTED SEEING THE RWY AT 2 MI. THE FO POINTED OUT THIS WAS BELOW MINIMUMS. I HAD NOT THOUGHT OF THE 2 MI RPT AS A WX OBSERVATION BUT AS PIREP; SO I CONTINUED THE APCH POINTING OUT TO THE FO THAT IT DIDN'T MAKE ANY DIFFERENCE SINCE WE WERE ESTABLISHED ON THE LOC; BELOW GS INTERCEPT ALT; AND WERE LEGAL TO GO TO MDA. LATER; ON THE GND; THE FO CORRECTLY POINTED OUT THAT; SINCE WE WERE ON A NON PRECISION APCH; THE FAF IS THE DECISION POINT FOR CONTINUING THE APCH DUE TO WX. HENCE; THIS ARS. SINCE WE HAD GND CONTACT FROM ABOUT 9 MI OUT AND WE WERE ESTABLISHED ON THE GS AND LOC ON AUTOPLT; SAFETY WAS NO PROB. THE PROB WAS THE LEGAL SLOT WE FIT INTO. NEITHER THE FO NOR MYSELF CAN DECIDE EXACTLY WHEN THE 2 MI VISUAL CALL CAME IN. WE CHANGED APCHS MANY TIMES ON THE LINE; BUT NORMALLY THIS OCCURS ONLY ONCE AND WE HAVE BEEN FOREWARNED BY THIS ATIS. CHANGING FROM A SELDOM FLOWN APCH (ASR) TO A NON EXISTENT APCH (SIDESTEP) TO A CIRCLE TO LAND; MADE THE COCKPIT A VERY BUSY PLACE.