How to Effectively Use EFIS Displays During Instrument Approach Training

The Critical Role of EFIS Displays in Modern Instrument Approach Training

Instrument approach training forms the backbone of safe aviation operations in reduced visibility or low-ceiling conditions. As cockpits have evolved from steam gauges to glass cockpits, Electronic Flight Instrument Systems (EFIS) have become central to how pilots gather, interpret, and act on flight data. For instructors and trainees alike, mastering EFIS displays during approach training is no longer optional — it is a fundamental skill that directly impacts operational safety and decision-making.

Modern EFIS displays consolidate attitude, altitude, airspeed, navigation, and system status into one or two primary flight displays (PFD) and multi-function displays (MFD). This consolidation reduces scan time and improves situational awareness, but it also introduces new challenges: data overload, automation dependency, and the need to understand system logic and failure modes. In this expanded guide, we explore how to use EFIS displays effectively during instrument approach training, incorporating best practices, real-world scenarios, and advanced techniques.

Understanding EFIS Display Architecture for Approaches

Before diving into techniques, it is essential to understand the core components of an EFIS system and how they interact during an instrument approach. While configurations vary by aircraft (e.g., Garmin G1000, Honeywell Primus Epic, Rockwell Collins Pro Line Fusion), the underlying principles are similar.

Primary Flight Display (PFD)

The PFD is the pilot’s primary source for pitch, bank, altitude, airspeed, vertical speed, heading, and navigation cues. During an instrument approach, the PFD typically overlays the final approach course, glideslope deviation, and navigation source (ILS, GPS, or VOR) directly on the attitude indicator. Key elements include:

Attitude Indicator (ADI): The horizon line, flight path vector, and slip/skid indicator.
Navigation Situation Display: CDI (Course Deviation Indicator) with to/from flags, localizer and glideslope pointers.
Air Data: Indicated airspeed, Mach, altitude, vertical speed, and outside air temperature.
Annunciations: System alerts, flight director modes, and approach mode status.

The MFD (or ND) provides a plan view of the route, weather, terrain, traffic, and airport information. During approaches, it shows the entire approach procedure, waypoints, holding patterns, and deviation from the desired path. Many systems allow selectable overlays such as synthetic vision, terrain awareness, or traffic.

System Integration and Customization

One of the most powerful features of EFIS is the ability to customize what information is displayed, in what format, and at what level of detail. Common adjustments include:

Selecting full-screen PFD or split-screen with the MFD.
Choosing navigation sources manually or automatically (e.g., GPS to ILS transition).
Setting range scales on the moving map to match the approach segment.
Displaying wind vectors, groundspeed, or predictive windshear alerts.

Understanding these options ahead of time — and practicing adjustments in the simulator — prevents fumbling during high-workload phases. For a deeper look at cockpit customization, the FAA’s Handbook of Aeronautical Knowledge provides foundational insights into glass cockpit features.

Best Practices for Using EFIS During Instrument Approach Training

Effectively using EFIS displays demands a deliberate training approach that combines standard operating procedures (SOPs) with adaptive techniques. Below are best practices grouped by training phase.

Pre-Flight Preparation and Setup

Before every approach training flight, pilots should configure the EFIS to minimize clutter and highlight critical approach data. Steps include:

Load the approach procedure into the flight management system (FMS) and verify the waypoints, altitude constraints, and missed approach instructions.
Select the appropriate navigation source — typically GPS for RNAV approaches, ILS for precision approaches, or VOR for non-precision.
Adjust display brightness and contrast for ambient light conditions (night, dawn, or backlit clouds).
Set the MFD range to show the entire approach with sufficient detail (e.g., 10–20 nautical miles).
Enable approach mode on the autopilot/flight director to activate the moving map and deviation displays.

During training, instructors should have students verbalize the setup steps and confirm each selection to reinforce mental models. The National Business Aviation Association (NBAA) offers glass cockpit safety tips that align with these pre-flight practices.

Scanning Techniques for EFIS

Traditional cross-checks (e.g., “T-scan”) still apply, but the EFIS environment changes the scan pattern. The eyes move less across the panel because the PFD consolidates primary data. However, this can lead to tunnel vision if the pilot fixates on the PFD to the exclusion of other critical sources like engine parameters or backup instruments. Recommended scan during an approach:

Primary: Attitude indicator and flight director command bars (cross-check with outside references when available).
Performance: Airspeed, altitude, vertical speed — verify against target values.
Navigation: Check localizer/glideslope deviation or GPS cross-track error.
Systems: Brief glance at MFD for route progression, terrain, traffic, and fuel/temperature indications.
Backup: Glance at standby attitude indicator or airspeed to confirm EFIS accuracy.

Practicing this scan under varying conditions (e.g., with a failure simulation) builds resilience.

Managing Automation and Mode Awareness

Autopilot and flight director usage is a double-edged sword during approach training. Over-reliance can erode manual skills, while under-utilization may increase workload. The key is managed automation:

Use the autopilot for steady-state approach phases (e.g., intercepting localizer).
Disconnect early — at or before the final approach fix (FAF) — to ensure the pilot manually tracks the course and glideslope.
Constantly verify the active flight director mode (e.g., HDG, NAV, APR, LOC, GS). Incorrect mode selection is a leading cause of approach deviations.
Be prepared to revert to raw data (CDI needles) if the flight director or autopilot behaves unexpectedly.

Mode awareness is especially critical when flying Non-Directional Beacon (NDB) or Localizer (LOC) approaches, where some EFIS systems may not auto-arm approach modes.

Training Exercises to Sharpen EFIS Skills

To maximize training value, incorporate specific exercises that go beyond basic approach flying. These drills expose common pitfalls and build confidence.

Partial Panel Drills with EFIS

Despite high reliability, EFIS components can fail. Training should include failures of the PFD, MFD, air data computer (ADC), attitude heading reference system (AHRS), or GPS. For each failure:

Recognize the failure via annunciations or data discrepancies.
Transfer critical data to the backup instruments or side display.
Reconfigure navigation sources (e.g., revert to VOR if GPS is lost).
Execute the approach using raw data with minimal display support.

Practicing these failures in a simulator or dual-pilot environment with an instructor managing the distractions builds crucial “flying by backup” skills.

Simulated Low Visibility Approaches

EFIS systems with synthetic vision (SVS) and enhanced flight vision systems (EFVS) provide incredible situational awareness, but they can also mask degraded visibility. Train with displays set to black (simulating instrument meteorological conditions, IMC) and rely solely on the PFD’s instruments without relying on the moving map or terrain imagery. This ensures the pilot can fly without visual references, even when the technology is available.

Approach Transitions and Procedure Changes

Modern EFIS allows loading multiple approaches and direct-to shortcuts. In training, practice transitioning from a published missed approach to a new approach at a different airport, using the FMS to load the new procedure while simultaneously flying the missed approach. This multi-tasking, under high workload, is a hallmark of professional EFIS management.

Common Mistakes and How to Avoid Them

Even experienced pilots can fall into traps unique to glass cockpits. The most common include:

Data overload: Cluttering the display with too many layers (weather, traffic, terrain, charts). Instead, declutter the MFD during high-workload phases; only keep essential elements.
Confirmation bias: Believing the EFIS without cross-checking. Always verify with raw data from a second source — such as the attitude indicator on the PFD vs. the backup attitude indicator.
Incorrect navigation source selection: Forgetting to toggle from GPS to ILS or vice versa, leading to invalid guidance. Make source selection a verbal checklist item.
Failure to brief the approach on the MFD: Many pilots load the approach but never mentally trace the course, altitudes, and hold-in-lieu-of-procedure-turn. Always review the approach graphically before starting.

The Aircraft Owners and Pilots Association (AOPA) publishes Air Safety Institute resources on glass cockpits that detail these common errors and preventive measures.

Advanced Techniques: Synthetic Vision, Terrain, and Traffic Integration

As EFIS evolves, so must training. Advanced systems now integrate synthetic vision that displays a virtual 3D terrain and runway image on the PFD and MFD. While this can improve awareness, it also creates a risk of “video game” complacency. Pilots should train to:

Use SVS as a situational aid, not a primary navigation tool — rely on the PFD’s instruments.
Recognize incongruities between the SVS image and the actual environment (e.g., outdated terrain data).
Manage traffic and terrain alerts that appear on the MFD: understand how to silence nuisance warnings without disabling safety systems.
Practice approaches with all overlays on and then with all overlays off, to understand the difference in workload.

Incorporating these advanced features into training ensures that pilots leverage the full potential of their EFIS without becoming dependent on it.

Conclusion: Building Proficiency Through Structured Training

Using EFIS displays effectively during instrument approach training is a skill that cannot be acquired by simply logging hours in a glass cockpit. It requires deliberate practice, thorough understanding of system logic, and a disciplined approach to scanning, automation, and failure management. By adopting the best practices outlined here — from pre-flight customization to partial panel drills and advanced synthetic vision techniques — pilots can transform their EFIS from a potentially distracting gadget into a powerful tool that enhances safety, reduces workload, and improves approach performance.

Ultimately, the goal of EFIS training is not just to pass a checkride, but to build the adaptability and decision-making confidence needed to handle real-world instrument approaches in varied conditions. Continuous learning through resources like FAA handbooks, AOPA safety seminars, and recurrent simulator training ensures that pilots stay proficient as glass cockpit technology continues to advance.