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Often this part of the display shows not only the current heading, but also the current track (actual path over the ground), rate of turn, current heading setting on the autopilot, and other indicators. This functions much like a standard magnetic heading indicator, turning as required. There may also be a simulated needle showing the general direction and magnitude of vertical movement.Īt the bottom of the PFD is the heading display, which shows the pilot the magnetic heading of the aircraft. This is usually represented with numbers in "thousands of feet per minute." For example, a measurement of "+2" indicates an ascent of 2000 feet per minute, while a measurement of "-1.5" indicates a descent of 1500 feet per minute. The vertical speed indicator, usually next to the altitude indicator, indicates to the pilot how fast the aircraft is ascending or descending, or the rate at which the altitude changes. Both indicators may often have “bugs”, that is, indicators that show various important speeds and altitudes, such as V speeds calculated by a flight management system, do-not-exceed speeds for the current configuration, stall speeds, selected altitudes and airspeeds for the autopilot, and so on. Both of these indicators are usually presented as vertical “tapes”, which scroll up and down as altitude and airspeed change. As in the PFD's attitude indicator, these systems are merely displayed data from the underlying mechanical systems, and do not contain any mechanical parts (unlike an aircraft's airspeed indicator and altimeter). These measurements are conducted through the aircraft's pitot system, which tracks air pressure measurements. The airspeed indicator displays the speed of the aircraft in knots, while the altitude indicator displays the aircraft's altitude above mean sea level ( AMSL). To the left and right of the attitude indicator are usually the airspeed and altitude indicators, respectively. The PFD may also show an indicator of the aircraft's future path (over the next few seconds), as calculated by onboard computers, making it easier for pilots to anticipate aircraft movements and reactions.
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Unlike mechanical instruments, this information can be dynamically updated as required the stall angle, for example, can be adjusted in real time to reflect the calculated critical angle of attack of the aircraft in its current configuration (airspeed, etc.). Other information that may or may not appear on or about the attitude indicator can include the stall angle, a runway diagram, ILS localizer and glide-path “needles”, and so on. The attitude indicator is designed to look very much like traditional mechanical AIs. Unlike a traditional attitude indicator, however, the mechanical gyroscope is not contained within the panel itself, but is rather a separate device whose information is simply displayed on the PFD.
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The center of the PFD usually contains an attitude indicator (AI), which gives the pilot information about the aircraft's pitch and roll characteristics, and the orientation of the aircraft with respect to the horizon. However, the great majority of PFDs follow a similar layout convention. The details of the display layout on a primary flight display can vary enormously, depending on the aircraft, the aircraft's manufacturer, the specific model of PFD, certain settings chosen by the pilot, and various internal options that are selected by the aircraft's owner (i.e., an airline, in the case of a large airliner).