inspection. In addition to those items normally checked  prior to a visual flight rules (VFR) flight, pilots intending to  fly under instrument flight rules (IFR) should pay particular  attention to the alternator belt, antennas, static wicks, anti- icing/deicing equipment, pitot tube, and static ports. During taxi, verify the operation and accuracy of all flight  instruments. In addition, during the run-up, verify that the  operation of the pneumatic system(s) is within acceptable  parameters. It is critical that all systems are determined to be  operational before departing into IFR conditions. When a pilot becomes familiar and comfortable with the  new electronic displays, he or she also tends to become more  reliant on the system. The system then becomes a primary  source of navigation and data acquisition instead of the  supplementary source of data as initially intended.  Complete reliance on the moving map for navigation becomes  a problem during a failure of one, more, or all of the flight  display screens. Under these conditions, the systems revert to  a composite mode (called reversionary), which eliminates the  moving map display and combines the primary flight display  (PFD) with the engine indicating system.  [Figure 11-3]  If a  pilot has relied on the display for navigation information and  situational awareness, he or she lacks any concept of critical  data such as the aircraft’s position, the nearest airport, or  proximity to other aircraft. The electronic flight display (EFD) is a supplementary source  of navigation data and does not replace en route charts.  To maintain situational awareness, a pilot must follow the  flight on the en route chart while monitoring the PFD. It is  important for the pilot to know the location of the closest  airport as well as surrounding traffic relative to the location  of his or her aircraft. This information becomes critical  should the EFD fail.  For the pilot who utilizes the electronic database as a  substitute for the Airport/Facilities Directory (A/FD), screen  failure or loss of electrical power can mean the pilot is no  longer able to access airport information. Once the pilot  loses the ability to call up airport information, aeronautical  decision-making (ADM) is compromised.  Electronic Flight Display Malfunction ALERTS NAV1108.00 113.00 NAV2108.00 110.60 134.000 118.000COM1 123.800 118.000COM2 $_{WPT }$______$_{ DIS }$__._ $_{NM DTK }$___$_{° TRK360°}$ MAP  NAV1108.00 113.00 NAV2108.00 110.60 134.000 118.000COM1 123.800 118.000COM2 GS120KT XTK0.07NM ETE24:24 ESA2800FT ALERTS NAV1108.00 113.00 NAV2108.00 110.60 134.000 118.000COM1 123.800 118.000COM2 $_{WPT }$______$_{ DIS }$__._ $_{NM DTK }$___$_{°TRK 360°}$ DCLTR  Normal Mode  Display Failure / Reversionary Mode  MAP-NAVIGATIONMAP G1000 PFD display in normal mode and in the reversionary mode activated upon system failure. 11-4