B717 (Formerly MD-95)
Flight Crew Air Transport Pilot (ATP)
Training / Qualification; Workload; Communication Breakdown; Distraction
Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Human Factors; Aircraft
We were given vectors to join localizer for Runway XX on a heading of 080. Once on assigned heading we were cleared for the ILS Runway XX. The Captain (pilot not flying); noting a 'NAVAID UNTUNEABLE' MSG in the scratch pad of the MCDU said; 'We're gonna have to go-around.' At that point the aircraft was at 3;000 FT; heading 080 degrees; at an airspeed of 180 KIAS with Flaps 18. The aircraft was bouncing around pretty good in moderate turbulence. I (pilot flying) initiated the go-around procedure by pressing the go-around button; calling for Flaps 13 and starting a climb. I missed ATC's call shortly thereafter to maintain 3;000 FT on the go-around. At approx 4;200 feet ATC asked if we needed any assistance and that we were told to maintain 3;000 FT. The aircraft reached an altitude of approximately 4;800 FT before returning to the assigned altitude of 3;000 FT. ATC then gave us a new clearance for vectors for the ILS Runway XR. Once again the Captain noted a 'NAVAID UNTUNEABLE' message on the MCDU. However; on this approach the localizer captured and we were able to successfully shoot the ILS approach.This incident highlights the importance of verifying the localizer; as well as paying close attention to ATC go-around instructions; especially during IMC and/or unusual situations. In training in the simulator we are always in a position that we must climb during the go-around/missed approach ('positive rate'/'gear up'). Since I don't perform many actual go-arounds (this was my second in almost 6 yrs); in this instance I immediately reverted to 'training mentality' and started a climb. Lesson learned: during future go-arounds I will assess the situation to determine whether or not a climb is necessary.
A B717 crew executed a go-around after a MCDU NAVAID UNTUNEABLE alert and on the go-around were cleared to 3;000 FT but climbed to 4;800 FT. The second approach was successful after the LOC frequency was verified.