AN A320 APCHING ATL WAS GIVEN AN ILS RWY APCH CHANGE; BUT THE FO'S MCDU RETAINED THE ORIGINAL ILS DATA AFTER AN MCDU ILS CHANGE.

Narrative

I WAS THE PF AS WE WERE ON THE DSCNT INTO ATL AND HAD BRIEFED AND SET UP FOR THE ILS TO RWY 8L. WHEN THEY HANDED US OVER TO APCH CTL AT ABOUT 40 MILES OUT; THEY GAVE US A 150 DEG HDG TO JOIN THE ILS TO RWY 9R. I; AS THE PF; QUICKLY CHANGED THE APCH IN THE MCDU TO THE RWY 9R ILS AND RE-BRIEFED THE APCH. AS I WAS RE-BRIEFING THE APCH; I NOTICED THAT THE FREQ THAT WAS DISPLAYED ON MY PFD WAS NOT THE CORRECT FREQ OR THE CORRECT IDENTIFIER; ALTHOUGH THE WAYPOINTS WERE PROPERLY SEQUENCED. THE CAPT'S INFO ON HIS PFD WAS CORRECT. WE TRIED AGAIN TO RE-ENTER THE RWY 9R ILS IN THE MCDU AND RECYCLE THE ILS BUTTONS ON THE PFD CTL; BUT IT STILL SHOWED THE WRONG FREQ AND IDENTIFIER. APCH HAD DSNDED US NOW DOWN TO 4000 FT AND WE WERE JOINING ON ABOUT A 25 MILE FINAL SO I HAD THE ACFT MANAGED AND I LET IT JOIN VIA THE RNAV. AS WERE CLOSER IN ON THE APCH; THEY DSNDED US TO 3500 FT AND CLRED US FOR THE RWY 9R ILS. I THEN TRIED TO ENGAGE THE APPR PUSH BUTTON; BUT IT WOULD NOT ENGAGE. I TRIED SWITCHING AUTOPLTS AND THEN ENGAGING THE APPR PUSH BUTTON; BUT IT STILL WOULD NOT ENGAGE. WE HAD A QUICK DISCUSSION ABOUT A FLT DIRECTOR OFF APCH WITHOUT THE AUTOPLT; BUT WITH MY PFD NOT DISPLAYING THE CORRECT ILS INFO HE WOULD FLY THE APCH. I TURNED THE ACFT OVER TO THE CAPT FOR THE APCH AND ASKED IF HE WANTED THE LNDG GEAR AND THE LNDG CHK. WE PERFORMED THESE PROCS AND HE CONTINUED TO SHOOT THE APCH. I HAD A HARD TIME PERFORMING MY PNF DUTIES WITH NO ILS INFO ON MY PFD AND THE ACFT STARTED GOING L OF THE LOCALIZER. ATL APCH THEN CALLED US TO SEE IF WE HAD SWITCHED OVER TO TWR YET SO I ANSWERED THEM AND THEN SWITCHED OVER TO TWR. THE MOMENT WAS GETTING VERY TENSE AS I COULD NOT DO MY PNF DUTIES VERY WELL BY LOOKING OVER AT THE CAPT'S PFD. ATL TWR CLRED US TO LAND ON RWY 9R AND THEN INFORMED US WE WERE L OF THE LOCALIZER. A GO AROUND WAS THEN CALLED FOR BY THE CAPT DUE TO THE APCH BECOMING UNSTABLE AND L OF THE LOCALIZER AND THE GO AROUND PROCS WERE FOLLOWED. ATL TWR TURNED US TO A 180 DEG HDG AND WE WERE TOLD TO CLB AND MAINTAIN 3000 FT. WE WERE THEN HANDED OFF TO APCH AND I; AS THE PNF; CONTACTED DISPATCH TO PUT US THROUGH TO MAINT TO CONFER WITH THEM WHY I WAS NOT GETTING THE CORRECT LOCALIZER INFO ON MY PFD AND WHY THE APPR MODE WOULD NOT ENGAGE. I SPOKE WITH THEM FOR A BRIEF TIME WITH NO RESOLUTION. THE CAPT WAS TALKING TO APCH AND REQUESTED THE RWY 8R ILS. I THEN TOOK BACK CTL OF THE ACFT AND THE CAPT TALKED TO MAINT. I; AS THE PF; THEN DID A NORMAL ILS AND LNDG ON RWY 8L. WHEN WE GOT TO THE GATE; WE CALLED MAINT AGAIN TO DISCUSS THE ERROR ON MY PFD AND OUR BEING UNABLE TO ENGAGE THE APPR MODE. I FEEL OUR LAST MINUTE CHANGE IN FLYING ROLES AND OUR RUSHED DECISION MAKING ABOUT OUR NAVIGATIONAL PROB LED TO THIS UNSTABLE APCH. WE SHOULD NOT HAVE CHANGED ROLES AND SIMPLY PERFORMED A GO AROUND FROM 3500 FT AND HANDLED THE PROB. NEITHER OF US HAD SEEN A PROB LIKE THIS BEFORE. I ALSO FEEL FATIGUE AND A CHANGE IN OUR CIRCADIAN CYCLE ARE FACTORS IN OUR DECISION MAKING. THE PREVIOUS DAY WE HAD SHOWED AT XA:08 FOR A SIX LEG DAY; FOLLOWED BY A 21:00 HR ZZZ OVERNIGHT. ON THIS EVENING; WE SHOWED AT XJ:00 TO FLY TO LAS FOR A 3 HR BREAK TO DO A RED EYE TO ATL. I LEARNED MANY LESSONS ABOUT RUSH DECISION MAKING FROM THIS EVENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT THEY WERE UNABLE TO TROUBLESHOOT THE ANOMALY ON THE GND BECAUSE THE SYSTEM RESETS ITSELF AFTER LNDG. THE MOST CONFUSING PORTION OF THE EVENT WAS THAT THE WAYPOINTS WERE CORRECTLY DISPLAYED ON THE MCDU AND PFD; BUT THE ILS FREQ WAS INCORRECT. IN FACT; THE ILS FOR THE INITIAL RWY SELECTION WAS OPERATIVE AND DID NOT RECYCLE TO THE NEW SELECTION. HE RESTATED THAT THIS WAS A RED EYE FOR THIS CREW AND BECAUSE THEY WERE TIRED; THEY PROBABLY DID NOT ANALYZE THE PROB AS WELL AS THEY COULD HAVE WHEN RESTED.