Narrative:

With den approach anticipating clearance to runway 35R we were descending to 9000 ft and slowing to 170 knots assigned. We were VFR but would be IFR on final. We had briefed the ILS approach to runway 35R and verified it was selected and had the correct frequency on the primary flight display (pfd). Heading 260 within 1 mile of intercept; first officer who was flying said we need a turn just as ATC issued turn to 340 to intercept maintain 9000 ft to korry cleared approach to ILS 35R. I repeated clearance first officer (first officer) armed app and the aircraft began to descend outside korry. First officer got autopilot off and corrected within 150 ft back to 9000 ft. First officer had called for flaps while that was happening so I was doing the flap selection to 2 flaps when ATC said I show you 10 degrees left of course turn to heading 010 to re-intercept. I looked at navigation display (nd) and it did show us to the left but the flight director was not giving correct info for the approach. First officer disengaged auto pilot. I had the first officer select raw data on the nd to fly the ILS while I reinserted 35R in the flight management guidance control (FMGC). I noticed that the pfd had 109.9 as the ident and nothing else until I reinserted 35R again. It took the selection and we were able to stay stabilized on the approach crossing deane outside of final approach fix. We verified the FMGC info with the raw data and continued the approach. I don't know how or when the ident on the pfd changed to 109.9 but neither of us selected that and we had earlier seen the correct frequency of 110.15. I did notice that my book of approach charts; which was on my table; partially blocked the bottom of the pfd.

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Original NASA ASRS Text

Title: A320 Flight Crew reports programing the FMGC and briefing for the ILS 35R at DEN; including the correct frequency in the ND. After being cleared for the approach; problems develop and it is discovered that the correct ILS frequency is no longer displayed in the ND. Reinserting the ILS 35R in the FMGC corrects the problem.

Narrative: With DEN approach anticipating clearance to Runway 35R we were descending to 9000 ft and slowing to 170 knots assigned. We were VFR but would be IFR on final. We had briefed the ILS approach to Runway 35R and verified it was selected and had the correct frequency on the Primary Flight Display (PFD). Heading 260 within 1 mile of intercept; First Officer who was flying said we need a turn just as ATC issued turn to 340 to intercept maintain 9000 ft to KORRY cleared approach to ILS 35R. I repeated clearance First Officer (FO) armed app and the Aircraft began to descend outside KORRY. FO got autopilot off and corrected within 150 ft back to 9000 ft. FO had called for flaps while that was happening so I was doing the flap selection to 2 flaps when ATC said I show you 10 degrees left of course turn to heading 010 to re-intercept. I looked at Navigation Display (ND) and it did show us to the left but the flight director was not giving correct info for the approach. First Officer disengaged auto pilot. I had the FO select raw data on the ND to fly the ILS while I reinserted 35R in the Flight Management Guidance Control (FMGC). I noticed that the PFD had 109.9 as the Ident and nothing else until I reinserted 35R again. It took the selection and we were able to stay stabilized on the approach crossing DEANE outside of final approach fix. We verified the FMGC info with the raw data and continued the approach. I don't know how or when the Ident on the PFD changed to 109.9 but neither of us selected that and we had earlier seen the correct frequency of 110.15. I did notice that my book of approach charts; which was on my table; partially blocked the bottom of the PFD.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.