A320 PFD: what does it show, and how do you read it?
Understand the A320 PFD layout, symbols, colours and FMA modes, with selected/managed examples, ILS cues and practical simulator fixes.
The Airbus A320 primary flight display (PFD) shows attitude, airspeed, altitude, vertical speed, heading or track, approach deviation and automation modes. Read the Flight Mode Annunciator first, then scan attitude, speed, altitude and flight path. After every FCU, autopilot or thrust change, confirm the result on the FMA.
For readers using our Aviation & Real-World Flying material, this method applies both to real-aircraft study and to credible A320 add-ons in Microsoft Flight Simulator, X-Plane, Prepar3D and FSX. Exact colours, labels and mode logic vary with aircraft software standard and add-on depth. The PFD is not the route map or systems display; our overview of the A320 cockpit displays and controls explains how it works with the ND, ECAM, FCU and MCDU.
What information does the A320 PFD show?
The A320 PFD combines the aircraft’s immediate flight state, guidance commands and automation status in one display directly in front of each pilot.
Annotated A320 PFD layout
This simplified diagram is not to scale, but it shows where the main indications normally appear.
| Left | Centre | Right |
|---|---|---|
| [A] Flight Mode Annunciator: thrust | vertical | lateral | approach capability | AP/FD/A/THR | ||
| [B] Airspeed tape Target-speed bug and speed-trend arrow | [C] Attitude sphere Aircraft symbol, pitch ladder, bank scale, slip indication, FD or FPV | [D] Altitude tape Altitude target [E] Vertical-speed scale |
| Speed limits and configuration marks | [F] ILS localiser scale [H] Radio altitude and minima cues | [F] ILS glideslope scale Barometric reference |
| [G] Heading/track scale: actual heading, actual track and selected heading or track reference | ||
| Label | PFD item | What it tells you |
|---|---|---|
| A | Flight Mode Annunciator | Which thrust, vertical and lateral modes are active or armed, plus approach and automation status. |
| C | Attitude symbol | The fixed aircraft reference against the moving blue-and-brown attitude sphere. |
| C | Pitch ladder | Nose attitude above or below the horizon in degrees. |
| C | Bank scale | Bank angle and roll direction. |
| C | Slip/skid indication | Lateral acceleration or sideslip; some standards add a blue sideslip target after an engine failure. |
| C | Flight-director bars | Pitch and roll commands generated by the active guidance modes. |
| C | Flight-path vector | The green “bird” showing where the aircraft is actually travelling in TRK/FPA presentation. |
| B | Speed-trend arrow | Predicted airspeed roughly ten seconds ahead if acceleration continues. |
| B | Target-speed bug | The selected or FMGS-managed speed target. |
| D | Altitude target bug | The FCU altitude target; separate magenta marks may identify FMGS constraints. |
| E | Vertical-speed pointer | Present climb or descent rate, independent of the selected vertical mode. |
| G | Heading/track reference | Aircraft heading, ground track and any selected heading or track target. |
| F | ILS diamonds | Raw localiser and glideslope deviation when the landing-system display is selected and a valid signal is received. |
| H | Decision height or minima | The entered approach minimum, normally shown in the FMA/minima area or by an altitude-tape marker, depending on standard. |
| H | Radio altitude | Height above the terrain immediately beneath the aircraft, normally displayed below 2,500 ft radio height. |
A320 PFD symbols explained
A320 PFD symbols use position, colour and movement together, so a symbol should never be interpreted by colour alone.
| Symbol or indication | Meaning and colour | Required cross-check |
|---|---|---|
| Aircraft symbol and attitude sphere | The yellow fixed symbol represents the aircraft while the blue sky, brown ground and white horizon move around it. | Check pitch and bank against the intended flight path, especially after an automation change or unusual attitude. |
| Pitch ladder | White pitch marks move with the attitude sphere. Compressed or unusual markings help identify excessive nose-up or nose-down attitude. | Cross-check airspeed, vertical speed and altitude rather than judging climb performance from pitch alone. |
| Bank pointer and scale | The roll pointer moves around the bank scale as the aircraft banks. | Compare bank with lateral mode and flight-director demand. An unexpected bank often indicates the wrong HDG, TRK, NAV or approach mode. |
| Slip/skid index | The index moves sideways relative to the roll pointer. In flight it indicates sideslip; on the ground it primarily reflects lateral acceleration. Some standards show a blue beta target during one-engine flight. | Use rudder as required by the applicable procedure. Do not expect every desktop add-on to reproduce beta-target logic. |
| Green flight-director bars | The bars command pitch and roll when an FD is selected and valid guidance exists. Movement is a command, not a measurement of aircraft attitude. | When hand-flying, bring the aircraft reference towards the command bars smoothly. First confirm the source of the command on the FMA. |
| Green flight-path vector | The “bird” shows actual track and flight-path angle relative to the horizon. It appears in TRK/FPA presentation on correctly modelled standards. | Do not treat it as an attitude symbol. In wind, the bird can sit left or right of the aircraft’s heading reference. |
| Flight-path director | In TRK/FPA operation, a separate green command symbol may replace conventional crossbars. The pilot aligns the flight-path vector with this command. | Confirm TRK and FPA, or another intended mode, on the FMA. Simplified add-ons may omit or merge these symbols. |
| Speed target | A blue target normally denotes pilot-selected speed; magenta normally denotes an FMGS-managed target. The marker moves as the target changes. | Check the FCU and FMA. Managed speed can change with flight phase, constraints or configuration without the pilot turning the speed knob. |
| Yellow speed-trend arrow | The arrow’s end predicts where speed will be in roughly ten seconds at the present acceleration. | Act before the arrow enters a low-speed or overspeed band; waiting for indicated speed itself to reach the limit is late. |
| Speed bands and marks | Red and amber areas identify operating limits or protection regions. V1, flap-retraction speeds, green dot, VLS and other marks appear only in relevant phases and configurations. | Check configuration and phase if a mark is absent. Add-ons vary greatly in how fully they model Airbus speed protections. |
| Altitude target and constraints | The FCU altitude target is generally blue. Magenta altitude marks can identify FMGS constraints rather than a freely selected target. | Compare the target with the active vertical mode. A target above the aircraft does not prove that a climb mode is engaged. |
| Vertical-speed pointer | A green pointer moves along the vertical-speed scale; larger rates may also receive a numeric indication. TCAS avoidance guidance can add coloured regions when modelled. | Confirm that the observed rate agrees with the vertical mode, altitude trend and speed trend. |
| Heading and track marks | The lower scale shows heading under a fixed reference. Actual track is normally shown separately, while a blue bug identifies selected heading or track. | Use the heading–track difference to recognise wind drift. In NAV, a selected blue bug may be visible without controlling the aircraft. |
| Magenta ILS diamonds | The horizontal diamond shows localiser deviation and the vertical diamond shows glideslope deviation. They move towards the centre as the aircraft approaches the beam. | Use them as raw-position data, but require LOC*/LOC and G/S*/G/S on the FMA before trusting automatic guidance. |
| Minima and radio altitude | Decision height is based on radio altitude; a barometric minimum uses pressure altitude. Radio altitude normally appears below 2,500 ft and may change from green to amber at or below an entered DH. | Confirm the correct type and value were entered. Absence at cruise altitude is normal; absence near the ground may indicate incomplete setup or limited modelling. |
Airbus normally uses green for active guidance, blue for armed modes or selected targets, magenta for managed data and approach deviation, white for scales or status text, amber for cautions and red for warnings or prohibited ranges. Simulator rendering can make Airbus blue look cyan, and individual messages do not always follow a simplistic one-colour rule.
How do you read the A320 Flight Mode Annunciator?
The FMA is read from left to right by function and from top to bottom by active, armed and status information.
| FMA column | What appears there | Examples and meaning |
|---|---|---|
| 1. Thrust and autothrust mode | The active thrust demand or speed-control mode. | THR CLB commands climb thrust, THR IDLE commands idle, and SPEED or MACH means autothrust is controlling the selected or managed target. Manual detent indications such as MAN TOGA, MAN FLX or MAN MCT describe thrust-lever operation and may be white rather than green. |
| 2. Vertical guidance | The active pitch or vertical-path mode, with armed vertical modes below it. | SRS, CLB, DES, OP CLB, OP DES, V/S, FPA, ALT and G/S are common examples. Their consequences differ: OP DES abandons the managed descent path, while DES follows FMGS descent guidance. |
| 3. Lateral guidance | The active roll or navigation mode, with armed lateral modes below it. | RWY, RWY TRK, NAV, HDG, TRK and LOC identify the source of lateral guidance. |
| 4. Approach capability and minima | The calculated landing capability and entered decision-height or minimum information. | CAT 1, CAT 3 SINGLE and CAT 3 DUAL describe available aircraft capability under the modelled conditions. DH, MDA or NO DH may appear below, depending on aircraft standard and entry. |
| 5. AP, FD and A/THR status | Which autopilot, flight director and autothrust systems are engaged or armed. | AP1, AP2 or AP1+2 identifies autopilot engagement. 1 FD 2 indicates the flight directors. A/THR is normally white when active and may be blue when armed, subject to the aircraft standard. |
What is the difference between active, armed and capture modes?
An active mode is controlling the aircraft now, while an armed mode is waiting for its capture or engagement conditions.
- Active modes normally occupy the upper line in green. If
HDGis green, heading mode is providing lateral guidance now. - Armed modes normally appear below in blue. Blue
G/Smeans glideslope capture is prepared, not that the aircraft is descending on the glideslope. - Capture modes are active green annunciations containing an asterisk.
ALT*means altitude capture is in progress,LOC*means localiser capture andG/S*means glideslope capture. - Track or hold follows capture.
ALT*normally becomesALT;LOC*becomesLOC; andG/S*becomesG/S.
A changed FMA annunciation is briefly boxed on a correctly modelled display. The box draws attention to the change; it does not mean the mode is faulty. A mistake we see constantly is noticing the flight-director movement but missing the boxed mode that explains why it moved.
How do selected, managed and TRK/FPA modes change the PFD?
Selected modes use a pilot-entered FCU target, while managed modes use FMGS flight-plan and performance data; TRK/FPA changes the references from heading and vertical speed to track and flight-path angle.
On the A320, pulling an FCU knob normally selects a pilot-directed mode, while pushing it normally requests managed guidance. Mouse and controller actions differ between add-ons, so use the cockpit tooltip where necessary and then verify the target and FMA. Our practical explanation of A320 FCU push-and-pull controls covers the control logic in more depth.
Worked example: selected heading versus managed NAV
- Pull the heading knob. A blue selected-heading bug becomes the controlling target. The FMA should show
HDGin green, and the flight director commands a turn towards it. - Push the heading knob. If a valid active flight-plan leg and interception conditions exist,
NAVengages in green. It may first appear armed in blue if the aircraft must intercept the route. - Cross-check the result. Do not assume the push worked because the FCU window changed. Confirm
NAVorHDGon the FMA and check that the commanded bank makes sense.
Worked example: selected speed versus managed speed
- Pull the speed knob. The pilot-entered speed becomes the target and its PFD marker normally turns blue.
- Push the speed knob. The FMGS resumes control and the target marker normally becomes magenta. It may then change with the flight phase, a speed constraint or flap configuration.
- Check both target and mode. The thrust FMA may continue to show
SPEEDin both cases because autothrust is controlling speed either way. The marker colour and FCU presentation identify the target source; the FMA confirms what autothrust is doing.
Worked example: open climb or descent versus managed vertical guidance
- Set a different altitude and pull. With suitable conditions, the FMA changes to
OP CLBorOP DES. The aircraft uses pitch for speed while thrust normally goes to climb thrust or idle. - Push for managed guidance. If the FMGS has a valid vertical profile, the FMA shows or arms
CLBorDES. Magenta constraint marks may appear on the altitude tape. - Do not judge this from the altitude bug alone. The FCU altitude target is generally blue in both cases. The distinction between open and managed guidance is made on the FMA.
Worked example: HDG/V/S versus TRK/FPA
Selecting TRK/FPA changes the lateral reference from magnetic heading to ground track and the vertical reference from feet per minute to flight-path angle. The green flight-path vector appears, and conventional FD bars may be replaced by a flight-path-director symbol.
For example, selecting track 180 in a crosswind commands a southerly ground track even though the aircraft’s heading may be several degrees left or right of 180. Selecting FPA -3.0 commands a three-degree descent path rather than a fixed vertical speed. Confirm TRK and FPA on the FMA before following the new symbols.
How should you scan the A320 PFD during flight?
Use a repeatable FMA–attitude–speed–altitude–path scan, returning to the FMA after every automation input.
- Read the FMA. Identify active and armed modes after moving the thrust levers, changing an FCU target, selecting APPR or engaging the autopilot.
- Check attitude and guidance. Compare the fixed aircraft symbol with the horizon, then identify whether you are following FD bars or a TRK/FPA flight-path display.
- Check speed and trend. Compare indicated speed with the target, trend arrow, VLS and overspeed region. A stable present speed is not reassuring if its trend arrow points into a limit.
- Check altitude and vertical speed. Verify the target, the direction of movement and whether the climb or descent rate suits the distance remaining.
- Check pressure reference. Confirm QNH or
STD, including the correct hPa or inHg unit, at the applicable transition point. - Check heading, track and raw approach data. Ensure the aircraft is following the intended path and, during an ILS, compare the FMA with the localiser and glideslope diamonds.
The FMA is the definitive indication of what the automation is doing. The FCU shows what was requested, but the request may arm a mode, fail its engagement conditions or be superseded by another mode.
Why are PFD indications missing or wrong in a simulator?
Missing or implausible A320 PFD indications usually result from aircraft configuration, navigation setup, pressure settings or incomplete add-on modelling rather than a failed screen.
- The entire PFD is black or flagged: all diagram areas are affected. Check electrical power, display brightness and the ADIRS or IRS selectors and alignment. Some simplified aircraft complete alignment automatically; higher-fidelity add-ons require the full initialisation period.
- The flight-director bars are absent: check symbol [C] and the FMA’s AP/FD status column. Confirm the relevant FD is selected. Valid lateral and vertical guidance may also require an active flight-plan leg, radio signal or suitable aircraft position.
- The flight-path vector is absent: the green bird in [C] is normally associated with TRK/FPA presentation. Confirm the FCU mode and look for
TRK/FPAon the FMA; not every add-on models the separate flight-path director. - NAV will not engage or the heading reference is unexpected: inspect [G] and the lateral FMA column. Look for an inactive leg, route discontinuity, missing departure or incomplete FMGS initialisation. Correctly programming the A320 MCDU and activating its route supplies the managed path and constraints used by the PFD.
- The speed target is missing or unexpected: inspect [B], determine whether the marker is blue or magenta, then check flight phase, constraints, weight and flap configuration. Simplified add-ons may omit green dot, VLS, retraction speeds or protection bands.
- The altitude target looks right but the aircraft will not climb or descend: compare [D] and [E] with the vertical FMA column. The target alone does not engage
CLB,DES,OP CLB,OP DESorV/S. - Displayed altitude differs from ATC: check the barometric reference beside [D], including QNH versus
STDand hPa versus inHg. Simulator altimeter-assistance settings can also overwrite or mask an incorrect setting. - ILS scales or diamonds are missing: inspect [F], select the
LSdisplay, verify the intended approach and confirm reception of a valid ILS. Some add-ons tune through the FMGS, others require manual tuning, and basic aircraft may simplify signal range or identification. - Radio altitude or minima are absent: inspect [H]. Radio altitude is normally hidden above 2,500 ft, and minima must be entered using the method provided by that aircraft. Some add-ons display only radio height and omit detailed DH/MDA symbology.
- Approach capability or capture modes never appear: check FMA columns 2–5. The aircraft may lack valid ILS reception, APPR arming, dual-autopilot conditions or required system availability. A desktop add-on may also omit CAT 3, flare or rollout logic even when its PFD artwork resembles the real display.
When the aircraft model provides independent captain and first-officer sources, compare both PFDs. A problem on one side suggests a local display or source fault; identical bad data on both sides usually points to shared aircraft setup, navigation data or simulator modelling.
What should you watch on the A320 PFD during an ILS approach?
During an ILS approach, use the magenta diamonds to monitor raw deviation but use the FMA to prove that localiser and glideslope guidance has armed, captured and begun tracking.
- Before interception, select the landing-system display and verify that localiser and glideslope scales and identifiers are valid.
- After selecting APPR, expect blue armed indications for
LOCandG/S, subject to the aircraft’s position and software standard. - During localiser capture, look for green
LOC*, followed byLOC. Check that the localiser diamond moves towards and remains near the centre. - During glideslope capture, normally from below, look for green
G/S*, followed byG/S. Confirm that the aircraft begins a sensible descent rather than merely following a moving diamond. - Below 2,500 ft, include radio altitude, minima, speed versus VLS and vertical speed in the scan. At decision height, apply the applicable landing or missed-approach decision rather than waiting for another PFD cue.
An annunciation such as CAT 3 DUAL reports the capability calculated by the aircraft. It does not guarantee that a particular simulator add-on reproduces autoland, flare and rollout accurately. Our step-by-step A320 simulator ILS procedure shows how these FMA and deviation indications fit into a complete approach.
If the expected capture mode does not appear, do not chase the flight-director bars or force the aircraft onto the diamonds. Recheck tuning, interception geometry and APPR selection; if the approach is not stabilised, fly the published missed approach.