Date: 201512
Local time of day: 0001-0600
Location: ZZZZ.Airport, FO
Flight conditions: Marginal
Light: Night
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Landing
ATC / advisory: TRACON ZZZZ
Aircraft component: FMS/FMC
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Confusion; Distraction; Fatigue; Human-Machine Interface; Situational Awareness; Workload
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Altitude Overshoot; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Procedure; Human Factors
Primary problem: Human Factors

Narrative: 40nm East of our destination we were given 'fly heading 250 descend to 600 meters.' This heading had us pointed toward the final waypoint to ILSZ 35L. Approximately 10 miles east we were given heading 230. Approximately 5 miles east we were given heading 320 to intercept the final approach course. This heading was going to take us slightly inside and to the right of the waypoint. In the turn I selected NAV followed by approach land. Our course did take us slightly to the right and inside of the final waypoint. The waypoint was magenta and the active waypoint. As we passed abeam the waypoint; although close; it did not sequence and the aircraft began a left turn in the wrong direction. I disconnected the autoflight system and turned back to the right. The flight path was approximately one dot to the left of course and one dot high. Shortly thereafter we heard 'landing gear' approximately 3 times. I called go around due to the amount of confusion. The altitude window had remained set at our last assigned altitude of 600 meters. The missed approach altitude for 35L is 900 meters. The tower said 'fly heading 250 and maintain 1200 meters.' By the time I leveled off we were approximately 1500 meters and I began a descent back to 1200 meters and turned on the autopilot. We were then given vectors to fly the ILSZ approach to 35L. The rest of the approach and landing was normal.Everything was normal prior to the airplane starting a turn in the wrong direction. We were flaps 28; 180 knots and level at 600 meters. We were being vectored very close to the final approach course. During the turn from 230 to 320 had selected NAV turning through approximately 280. It was not clear at this time that our heading would take us slightly to the right and inside of the waypoint. After rolling out it was clear that heading 320 would take us slightly to the right of and slightly inside of the waypoint. Since it was the active waypoint it was necessary to clear the turn point. The turn point did not get cleared in time resulting in the aircraft beginning to turn in the wrong direction. I disconnected the auto flight system and turned right to intercept the localizer. We were approximately one dot high on the glideslope and one dot to the left of the localizer. At this time we heard 'landing gear' repeated approximately 3 times. There was too much confusion to continue the approach and I called 'go-around.' The missed approach altitude was not set in the altitude window because there was not an orderly interception of the glide slope. The gear did not get extended for the same reason; there was not an orderly flow to intercept the final approach course. The missed approach altitude is 900 meters. The tower told us to turn left to 250 and maintain 1200 meters. I exceeded our cleared altitude climbing to approximately 1500 meters before descending back to 1200 meters. We were then given radar vectors and completed a normal approach and landing to ILSZ 35L.Due to the close in vectoring during this approach I should not have selected NAV until it was clear where the aircraft would intercept the final approach course and I should have delayed the selection of NAV until after the turn point was cleared. Since there was so little time for all of these steps to be completed prior to intercepting the final approach course it would have been a better choice to simply remain in heading to intercept the localizer.


Second narrative: The Captain used a technique to select NAV when joining final and additionally directed me to 'clear the turn point' which also was the wrong thing to do as it was the last NAV point prior the runway. It was outside the actual FAF. Additionally; he selected the 'Approach/Land' tile and we were not cleared the approach. I should not have cleared the turn point as directed.Better understanding of the aircraft systems by the Captain.


Synopsis: A fatigued MD-11 crew executed a go-around following confusion about the automation setup when the aircraft failed to capture the ILS localizer and improper FMS selections removed approach options.