Narrative:

Normal flight to ZZZ up until attempting the ILS for runway xyl. Aircraft properly auto tuned the ILS. Good identification on primary flight display (pfd). Got the turn to about 210* to intercept and cleared for the ILS. I think the controller then gave us a 220* heading to intercept; as it looked like we would be close to the FAF. Wind was from the southwest at about 28 knots; so it was an under shooting wind. Navigation was set up direct to the FAF with the turn cleared. As the aircraft approached the navigation course the localizer raw data never displayed. Neither did the glide slope. The plane passed thru the navigation course; at which time the first officer (first officer) mentioned that we were past the course. As I was setting the heading back to the left; approach called and said we were past the localizer and gave us a 130* heading to intercept. As the plane came back to the navigation course; without any ILS data I announced that we were going around. Approach offered and we accepted vectors for the ILS to xyr. First officer asked approach if there were any problems with the ILS to xyl. They responded no; so I assumed we had some type of navigation malfunction. On the approach to xyr we verified the navigation identification again; [it] was displayed on the navigation data page. All set up with about a 30* intercept. Since the winds were an overshoot I think I configured flaps to 22*. Navigation was set up direct to zzzzz intersection with the turn cleared. As the plane approached the course line; there was no ILS raw data displayed. Just prior to getting to the navigation line the aircraft suddenly went into a 30* right turn. I stopped the turn after about 15-20* of turn. Never had any ILS data. The pfd still showed a good identification. Once again I initiated a go around. After the go around; we checked the navigation page. It showed [a different navigation identification]. We had never changed it. On the base turn that page showed [the proper navigation identification] as it was supposed to. Approach offered us a GPS; but we discussed it and declined; now not trusting any of our navigation data and the fact that at 600/2 we probably would not get in on that approach and we were almost at our bingo fuel to go to ZZZ1. I knew the weather at our alternate was VFR. I felt the safest course of action at that point was to divert to ZZZ1. The divert to ZZZ1 went well. The aircraft was set up for an ILS/visual to runway xx. I think the weather was about 4500 broken and 10. I knew it was VFR there; so I felt comfortable going there. The aircraft flew that approach as advertised; without any problems. I took the autopilot off about 1500 and flew by hand. Now for some background. In [departure airport] I added 5000 pounds fuel as I felt there was not enough contingency fuel and limited options once in ZZZ with the weather as forecast. There was a write up in the log book about them not being able to update the navigation data base due to their loader being broken. I noted this; and noted that there was no MEL associated with it. I double checked the navigation data base valid times and number. It [had] the proper data base number. Upon debriefing with maintenance in ZZZ1 their response was that they were sure the navigation database was corrupted. We were assigned a different aircraft and flew back to ZZZ with no further problems. I am not certain; nor do I know what was or was not accomplished by maintenance in [departure airport]. Did they attempt to load the data and had a problem; or; did they know in advance that their equipment was not functioning and therefore did not attempt to load the data update? From the write up it looked as if they did not attempt to load the data. All I do know is somehow our data was not correct; even though I verified the correct data base and dates in the FMS on pre-flight. Ensure that the loading equipment is current; up to date; and functioning prior to attempting to install in an aircraft.

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Original NASA ASRS Text

Title: Wide-body transport flight crew reported being unable to fly an ILS approach at their destination due to no raw data information being displayed on the Primary Flight Display. An approach to the right runway was attempted with the same result before diverting to their alternate; where the ILS functioned normally. A corrupted data base was suspected by maintenance.

Narrative: Normal flight to ZZZ up until attempting the ILS for Runway XYL. Aircraft properly auto tuned the ILS. Good ID on Primary Flight Display (PFD). Got the turn to about 210* to intercept and cleared for the ILS. I think the controller then gave us a 220* heading to intercept; as it looked like we would be close to the FAF. Wind was from the SW at about 28 knots; so it was an under shooting wind. NAV was set up direct to the FAF with the turn cleared. As the aircraft approached the NAV course the LOC raw data never displayed. Neither did the glide slope. The plane passed thru the NAV course; at which time the First Officer (FO) mentioned that we were past the course. As I was setting the heading back to the left; approach called and said we were past the LOC and gave us a 130* heading to intercept. As the plane came back to the NAV course; without any ILS data I announced that we were going around. Approach offered and we accepted vectors for the ILS to XYR. FO asked approach if there were any problems with the ILS to XYL. They responded no; so I assumed we had some type of NAV malfunction. On the approach to XYR we verified the NAV ID again; [it] was displayed on the NAV data page. All set up with about a 30* intercept. Since the winds were an overshoot I think I configured flaps to 22*. NAV was set up direct to ZZZZZ Intersection with the turn cleared. As the plane approached the course line; there was no ILS raw data displayed. Just prior to getting to the NAV line the aircraft suddenly went into a 30* right turn. I stopped the turn after about 15-20* of turn. Never had any ILS data. The PFD still showed a good ID. Once again I initiated a go around. After the go around; we checked the NAV page. It showed [a different NAV ID]. We had never changed it. On the base turn that page showed [the proper NAV ID] as it was supposed to. Approach offered us a GPS; but we discussed it and declined; now not trusting any of our NAV data and the fact that at 600/2 we probably would not get in on that approach and we were almost at our bingo fuel to go to ZZZ1. I knew the weather at our alternate was VFR. I felt the safest course of action at that point was to divert to ZZZ1. The divert to ZZZ1 went well. The aircraft was set up for an ILS/visual to Runway XX. I think the weather was about 4500 BKN and 10. I knew it was VFR there; so I felt comfortable going there. The aircraft flew that approach as advertised; without any problems. I took the autopilot off about 1500 and flew by hand. Now for some background. In [departure airport] I added 5000 LBS fuel as I felt there was not enough contingency fuel and limited options once in ZZZ with the weather as forecast. There was a write up in the log book about them not being able to update the NAV data base due to their loader being broken. I noted this; and noted that there was no MEL associated with it. I double checked the NAV data base valid times and number. It [had] the proper data base number. Upon debriefing with maintenance in ZZZ1 their response was that they were sure the NAV database was corrupted. We were assigned a different aircraft and flew back to ZZZ with no further problems. I am not certain; nor do I know what was or was not accomplished by maintenance in [departure airport]. Did they attempt to load the data and had a problem; or; did they know in advance that their equipment was not functioning and therefore did not attempt to load the data update? From the write up it looked as if they did not attempt to load the data. All I do know is somehow our data was not correct; even though I verified the correct data base and dates in the FMS on pre-flight. Ensure that the loading equipment is current; up to date; and functioning prior to attempting to install in an aircraft.

Data retrieved from NASA's ASRS site 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.