Learn what a primary flight display (PFD) shows, how to scan it in a flight simulator, and how to fix wrong modes, sources and readings.
A primary flight display (PFD) is the main electronic instrument screen in a glass cockpit, combining attitude, airspeed, altitude, heading, vertical speed and flight guidance. In a flight simulator, scan these indications continuously, confirm the navigation source and active modes, then make small control corrections while cross-checking the standby instruments.
In general flight simulation, including Microsoft Flight Simulator, X-Plane and Prepar3D, the exact PFD layout depends on the aircraft and avionics package. The underlying information is much the same, but button locations, colours, mode labels and optional features are not universal. Our explanation of how glass cockpits combine conventional instruments provides useful background.
What does a primary flight display show?
A PFD places the instruments needed to control the aircraft around a central attitude display, reducing the distance your eyes must travel during an instrument scan.
| Display area | What it tells you | What to watch |
|---|---|---|
| Attitude indicator | Pitch, bank and the aircraft's position relative to the horizon | Use this for immediate control input, but remember that nose attitude is not necessarily the aircraft's actual flight path. |
| Airspeed tape | Usually indicated airspeed, with trend, limit and target markers where fitted | Do not confuse indicated airspeed with true airspeed or groundspeed shown elsewhere. |
| Altitude tape | Indicated altitude, selected altitude and barometric setting | An incorrect pressure setting makes an otherwise healthy display show the wrong altitude. |
| Heading and navigation display | Heading, selected heading, course, track and lateral deviation | Confirm whether the source is GPS/FMS, NAV1, NAV2 or another receiver. |
| Vertical-speed indication | Rate of climb or descent, often with a trend indication | Use it to confirm the result of a pitch or power change rather than chasing the pointer. |
| Flight-director bars | Commanded pitch and bank for the selected guidance mode | They provide commands; they do not prove that the autopilot is engaged. |
| Flight Mode Annunciator | Active and armed autopilot or flight-director modes | Read the annunciation after every mode selection instead of assuming the button press worked. |
If the tapes and symbols are unfamiliar, our labelled MSFS instrument-reading reference explains the core indications in more detail.
How do you use a PFD in a flight simulator?
Use the PFD by configuring it before departure, verifying its data and then maintaining a continuous attitude–performance–navigation scan appropriate to the phase of flight.
- Power and illuminate the display. In a cold-and-dark aircraft, the battery, electrical buses, avionics and sometimes the standby power system must be configured before the PFD starts. If the screen appears black, check its brightness control before assuming it has failed.
- Set the pressure and reference bugs. Enter the reported QNH or altimeter setting, checking whether the control uses hPa or inHg. Set relevant heading, altitude, speed and minimums references. Do not select standard pressure on the ground merely because an airliner uses it later; transition procedures vary by location.
- Confirm the navigation source. Identify whether the course-deviation indication is following GPS/FMS guidance or a radio receiver. Check the selected course and active flight-plan leg. If course and deviation behaviour is unclear, our simulator HSI navigation guide explains source selection and course interception.
- Check that the data is plausible. Before take-off, heading should agree with the runway direction, altitude should be close to airfield elevation after setting pressure, and the attitude display should be erect. During the take-off roll, verify that airspeed increases normally.
- Fly an organised scan. Look at attitude first for immediate control, then airspeed, altitude, vertical speed and heading. Return to attitude between checks. Make a small pitch, bank or power change, allow the aircraft to respond, and confirm the result on the performance indications.
- Recheck modes after every change. When selecting heading, altitude, vertical-speed, navigation or approach modes, read the Flight Mode Annunciator. On approach, verify the correct source, frequency or flight-plan procedure, course, pressure setting and armed capture modes before relying on the guidance.
The Garmin G1000 is a useful practical example because its PFD combines all these elements; our G1000 control and autopilot walkthrough covers its source selection, flight director and common controls.
What do the flight-director bars and mode annunciations mean?
Flight-director bars show the pitch and bank required by the selected guidance mode, while the Flight Mode Annunciator states which modes are active or waiting to capture.
When hand-flying, move the aircraft symbol towards the command bars with small, coordinated inputs. Avoid aggressively chasing every movement; turbulence and changing targets can make the bars move faster than the aircraft should. With the autopilot engaged, monitor whether the aircraft follows those commands rather than treating the PFD as a passive display.
A mistake we see constantly is confusing an armed mode with an active mode. For example, an approach or altitude-capture mode may be armed but not yet controlling the aircraft. Likewise, moving the heading bug does not turn the aircraft unless an appropriate heading mode is active, and setting a new altitude alone may not command a climb or descent.
Why is my PFD blank, incorrect or following the wrong course?
Most simulator PFD problems come from electrical state, display brightness, pressure settings, navigation-source selection or misunderstood autopilot modes rather than a defective screen.
- Black display: Check battery and generator state, avionics power, display brightness, electrical buses and any simulated failures. Some aircraft start with the brightness control fully dimmed.
- Red crosses, flags or frozen data: The simulated air-data, attitude or heading system may be unpowered, failed or still aligning. Confirm the aircraft's power sequence and clear any unintended failure state.
- Altitude is wrong: Check the local pressure setting and its units. Compare the indicated altitude with known airfield elevation while stationary; a large discrepancy often exposes an incorrect setting.
- Course needle follows the wrong route: Change the CDI or navigation source, verify the receiver or active flight-plan leg, and set the required course. A correctly tuned localiser is useless if the PFD is still displaying GPS guidance.
- Autopilot will not capture: Read the mode annunciation and confirm that the mode is armed, the correct source is selected and the aircraft is approaching the path from a suitable angle and altitude. Intercepting a glideslope from above commonly prevents normal capture.
- Speed disagrees with another display: Determine whether each value is indicated airspeed, true airspeed or groundspeed. These are different measurements, not necessarily a simulator fault.
- PFD and MFD appear swapped: The avionics may be in display-reversion mode, which moves essential information onto the surviving screen. Check the reversionary or display-backup control.
Does a PFD replace conventional flight instruments?
A PFD replaces the normal scan of separate primary gauges, but it does not remove the need for cross-checking or independent standby instruments.
The attitude, airspeed, altitude, heading and vertical-speed information still represents the same underlying aircraft state as a conventional six-pack. A single-screen presentation can make discrepancies easier to spot, but it also encourages fixation. Keep scanning outside in visual conditions, compare navigation indications with the planned route, and check the standby instruments when the main display behaves unexpectedly.
Optional synthetic vision, terrain shading and flight-path markers are aids rather than guarantees of terrain clearance or sensor accuracy. Their availability and modelling differ between aircraft, so use the indications and operating procedures provided for the specific simulated avionics package.