THE FLC MADE A VOR-DME APCH ON A VOR WITH UNRELIABLE AZIMUTH. THERE WAS NO IDENT WITH MAINT BEING DONE. THE DME WAS ALSO OUT BUT THE CREW ARRANGED TO RECEIVE DME INFO FROM THE MDT TRACON.

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WHILE ENRTE TO LNS I REQUESTED MY COPLT TO ASK FOR A VOR/DME APCH TO RWY 26 AT LNS. LISTENING TO ATIS HE NOTIFIED ME THAT THE DME WAS OUT AND THE APCH REQUIRED IT. I ACKNOWLEDGED THAT AND ASKED HIM TO REQUEST HARRISBURG APCH CTL TO FIX THE DME POS (6 DME AND 4 DME) ON THE APCH. WE HAD LRP TUNED AND WHAT APPEARED TO BE A GOOD SIGNAL ON THE COURSE DEV NEEDLE (NEITHER ONE OF US ACTUALLY CHKED FOR AN IDENT). WE ALSO BACKED UP THE COURSE FLOWN WITH LORAN. HARRISBURG FIXED THE 6 DME POINT AND WE BEGAN OUR DSCNT. AT 1400 FT MSL WE BROKE OUT AND CANCELED IFR; THEN PROCEEDED SVFR TO OUR FACILITY IN LITTITZ; PA. WHAT WE REALIZED AFTER OUR FLT IS THAT ONCE HARRISBURG FIXED THE 6 DME POINT AND CLRED US TO LANCASTER TWR; WE NO LONGER HAD RADAR TO FIX THE 4 DME POINT -- WE HAD RELIED ON THE LORAN TO FIX THE 4 DME POINT; WHICH WE NEVER REACHED BECAUSE WE CANCELED IFR BEFORE REACHING IT. WE ALSO REALIZED WE HAD MISUNDERSTOOD THE ATIS AND THE AZIMUTH AS WELL AS THE DME FOR LRP WERE INOP. BY NOT IDENTING THE VOR WE DIDN'T NOTICE THERE WASN'T AN IDENT ON THE AIR. CORRECTIVE ACTION IS TO IDENT ALL FREQS WHEN TUNED; LISTEN TO THE ATIS (ALL OF IT); AND WHEN THE APCH PLATE SAYS YOU NEED CERTAIN EQUIP; YOU EITHER HAVE IT OR YOU DON'T DO THE APCH.