Narrative:

On approach to runway 28 level at 4000 ft talking with final approach vectored to a left turn of 360. First officer called for flaps 8. As I moved flaps to 8 I heard a ding caution warning at first I thought it was a flaps fail; but we did not get a flaps fail message. When I looked back at my pfd I saw we were 300 feet low; advised the first officer to climb back up as he leveled off. Approach advised us to turn back to a north heading. I then further determined that the first officer heading indicator was showing north but mine and the standby was not. At this point realizing that the first officer side was unreliable he'd lost heading attitude vsi and airspeed and his screen was black with 3 read flags was unable to fly like that. I took controls and banked steeply to stay away from runway 27L localizer. In doing so I received a bank angle warning. Once back on the localizer and glide slope the rest of the flight was uneventful. On arrival at the gate I wrote the discrepancy.this failure could not have happened at a worse time during a high work load coming into a busy airport we incurred a loss of altitude; and turned to the incorrect heading; due to the loss of the first officer instruments. Luckily we were VFR. Had this been IMC the situation may have been much worse.basic pilot training teaches us to rely on our instruments. When they break it can lead to momentary confusion. In this case good company training and the high level of pilot experience of the first officer and captain significantly helped in a successful outcome.

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Original NASA ASRS Text

Title: CRJ200 flight crew reported the loss of the First Officer's primary flight display on approach. The Captain took control and landed successfully.

Narrative: On approach to runway 28 level at 4000 ft talking with final approach vectored to a left turn of 360. FO called for flaps 8. As I moved flaps to 8 I heard a ding caution warning at first I thought it was a flaps fail; but we did not get a flaps fail message. When I looked back at my PFD I saw we were 300 feet low; advised the FO to climb back up as he leveled off. Approach advised us to turn back to a north heading. I then further determined that the FO heading indicator was showing north but mine and the standby was not. At this point realizing that the FO side was unreliable he'd lost heading attitude VSI and airspeed and his screen was black with 3 read flags was unable to fly like that. I took controls and banked steeply to stay away from runway 27L LOC. In doing so I received a bank angle warning. Once back on the localizer and glide slope the rest of the flight was uneventful. On arrival at the gate I wrote the discrepancy.This failure could not have happened at a worse time during a high work load coming into a busy airport we incurred a loss of altitude; and turned to the incorrect heading; due to the loss of the FO instruments. Luckily we were VFR. Had this been IMC the situation may have been much worse.Basic pilot training teaches us to rely on our instruments. When they break it can lead to momentary confusion. In this case good company training and the high level of pilot experience of the FO and captain significantly helped in a successful outcome.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.