Date: 201309
Local time of day: 1801-2400
Location: N90.TRACON, NY
Flight conditions: VMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: TRACON N90
Aircraft component: FMS/FMC
Component problem: Improperly Operated; Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Confusion
Second reporter function: Pilot Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Aircraft Automation Overrode Flight Crew; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Human Factors
Primary problem: Ambiguous

Narrative: We received radar vectors off the LENDY 6 Arrival for the VOR 13L Approach.  We briefed the approach and verified that all points were accurate in the FMS.   We were vectored east of and then south of JFK before being turned back for the approach.  On vectors we were cleared on a heading of 010 to intercept the final approach course; cross ASALT at 3;000; and cleared for the approach.   We were cleared to ASALT which would lead us to the final approach course for the approach.  When I looked down ASALT was no longer in the FMS; so I attempted to go direct to ASALT after verifying with the Captain.  It appeared to be slightly behind us; and the points had cycled in the FMS so that it now read CRI; DMYHL; and ASALT.  The Captain was flying the aircraft in PROF; and had anticipated that the aircraft would start down on the approach as we worked to fix the problems with the FMS.  As we passed over CRI we noted we were high and elected to go around.  The plane had not entered the descent mode and we were not in a safe position to execute the approach because we were too high.   We followed the Tower's missed approach instructions and took vectors for the VOR 22L approach.  We received vectors to a seven mile final on the VOR 22L approach.  I told the Captain I would enter a new destination (big eraser); and proceeded to enter the new approach into the FMS.  I tried to LAT REV off JFK as the new destination and it would not give me a <STAR> prompt; and always asked for a new destination each time.  The Captain asked me to fly and attempted to load a new approach with the same difficulties.  I remained at the controls while the Captain manually entered the points on the VOR 22L approach.  We intercepted final; hit the appropriate step down altitudes using level change; and the Captain took back the airplane and landed uneventfully. Busy approach with FMS not responding as expected. Fly the airplane and do not rely solely on automation.


Second narrative: Received vectors off the LENDY 6 Arrival for the VOR 13L Approach. All constraint altitudes briefed and verified accurate in the FMS. We had asked for the ILS to 22L for an equipment check to upgrade the airplane to CAT III and were told the ILS was not turned on. Only VOR approaches were available. We were vectored east of and then south of JFK before being turned back for the approach. On vectors; we were cleared heading 010 to intercept the approach course - cross ASALT at 3;000 and cleared the approach. At this point I noted that ASALT had cycled out of the FMS. I directed the First Officer to enter direct ASALT and clear the turnpoint again so I would have a good course to intercept to Canarsie (CRI). About this time we requested that Approach re-verify the clearance as well; because the heading; altitude and approach clearance combined with ASALT dropping out of the box added confusion in my mind as to the exact expectation. ATC reissued the 010 to intercept and asked us to confirm we were intercepting. We confirmed. At this point we were a little northwest (.2 or so) of the line between ASALT and CRI and on a heading to intercept that course. It was at this point I noted that the Nav Display (ND) didn't look right. I looked down at the MCDU and noted that the airplane had us going CRI; DMYHL (the point after CRI on the VOR approach) and then back out to ASALT (the point now behind us). As a consequence; the airplane did not begin the descent to minimum Prof Altitude of 800 feet set in the FCP window (because it expected to head back out to ASALT with a constraint of 3;000). At this point; not noticing the airplane hadn't begun descent; I realized we were going to be too high to make a safe approach and as Tower queried us to check our altitude (for being too high) we told them we would like to go around. We executed the go-around; were given vectors to overfly 13L and were handed back to departure. We were directed to 2;000 feet but never got that low. Subsequently we were given a climb to 3;000 by Approach for vectors back. At this point; we were told to expect vectors for the VOR 22L. We offered to try 13L again; but were told that it would be a long vector for that approach or number one for 22L. With fuel already down to 15;000 we elected to take the VOR 22L approach. I directed the First Officer to build that approach for me in the FMS. The First Officer told me; 'I'm just going to use the big eraser'; meaning he would re-enter the destination and build the approach from the airport. After a couple failed attempts with this method; I directed the First Officer to fly while I built the approach. I then entered a new destination in the FMS twice and each time I simply got PPOS (present position) in 1L and a ---F-PLN DISCONTINUITY--; then; ------END OF F-PLAN------; then; JFK. Every time I tried to make a lateral revision off of JFK I got no option to select STAR in 1R. The FMS simply wasn't accepting a new destination and wasn't allowing any option to build an approach. At this point; we were south of JFK and being vectored back to the north for the 22L VOR approach. I manually entered CAPIT; WUGAL; RUSHY; CEMUG and MAHAL (points on the approach) and entered the altitude constraints. The MCDU kept displaying the alert; 'NO DESTINATION' (to the best of my recollection that was the alert). We were then cleared for the approach to 22L. Using those waypoints and constraints we flew the VOR course. I took the airplane back and finished configuring and meeting the constraints until I acquired Runway 22L and flew the remainder visually with the HUD deployed. Here is the write up and sign off: ON APC FMS CYCLED A WAY POINT THAT WAS STILL AHEAD OF US. WHEN IT WAS REENTERED IT DID NOT GO WHERE IT WAS 'PLACED'. NEVER WENT TO DESCENT MODE FOR APPROACH. EXCUTED GO AROUND THEN UNABLE TO ENTER A DESTINATION OR ANY APPROACHES. FLEW A VISUAL/FCP PROC TO UNEVENTFUL LANDING. FIRST RESET CPDLS; FLIGHT MANGEMENT COMPUTER POWER RESET AS PER M.M. 34-63-09-5. PERFORMED FLIGHT MANAGEMENT R-T-S AS PER M.M. 34-63-01. ALL SYSTEMS PASS; SYSTEMS 1 & 2. MOCC CONSULTED ON DISCREPANCY AND TEST PRCEDURES.  Fly the airplane in spite of system malfunctions. When the FMS is done; there's not much to be done except to request vectors in a busy environment like New York Approach.


Synopsis: MD-11 flight crew experiences an FMC anomaly during vectors for the VOR or GPS Runway 13R approach to JFK; resulting in a failure to descend in a timely manner and a missed approach. The crew is vectored for the VOR to Runway 22L; but the procedure cannot be selected from the FMC database and must be created waypoint by waypoint.