Narrative:

While on a 300 degree intercept heading; at an assigned altitude of 3000 feet; autopilot engaged; we received clearance 'maintain 3000 ft until established; cleared for the ILS approach'; and were handed over to the tower. The pilot flying 'armed' VOR/localizer; which was verified on the FMA (flight mode annunciator). Approaching the extended centerline of the runway; the pilot flying determined that VOR/localizer had failed to 'capture' and was overshooting the final. The pilot flying then made immediate correction back toward centerline via manual input with the control yoke; which disengaged the autopilot in all axes. The pilot flying noted there was no ILS 'raw data' presented on his eadi (electronic attitude direction indicator). Pilot not flying noted he did have CDI (coursed deviation indicator) and glideslope pointers; but did not have VOR/localizer capture yet. Both pilot flying and pilot not flying verified that proper frequencies and inbound courses were set correctly. The pilot flying had the runway in sight visually at that point and continued hand flying toward the runway. The pilot not flying's FMA then 'captured' VOR/localizer; while pilot flying's remained in 'arm'. At that time we were outside of the final approach fix. We then received instruction from final monitor to climb back to 3000 feet. The pilot flying immediately returned to altitude; while maintaining centerline track to the runway visually. In the distraction; we had inadvertently descended to approximately 2450 feet. Inside of the final approach fix; pilot flying set and descended to 2700 feet. Pilot not flying's FMA remained in VOR/localizer with glideslope pointer descending the scale toward the 'centered' position; while pilot flying's 'raw data' indications remained blank; with VOR/localizer 'armed' on his FMA. At; or just prior to; zzzzz at 2700 feet; localizer and glideslope indications suddenly appeared; and VOR/localizer captured on the pilot flying's FMA. Pilot flying selected app mode on the MCP (mode control panel). Glideslope immediately 'captured' on the pilot flying's FMA; and indications remained normal without further anomaly. Approach and landing were made on without incident.contributing factors were this was the first flight of a morning trip. Also both pilots first flight in maximum aircraft so there was a lot of looking around for information that has become instinctual in the ng. The weather was ragged sct-broken layer between 3000-3200 feet. More time in the maximum aircraft would be helpful. Time spent looking for information on redesigned display layout was definitely a distraction. I have never seen such a disparity between captain and first officer instrumentation like we experienced; where one side has good data and the other has none (assuming both are tuned/setup identically; which ours were). I'm not sure if this issue is maximum specific. As the pilot monitoring; I should have done a better job monitoring our altitude; especially after the autopilot was disconnected. I became too distracted by the problem and trying to quickly correct it. I should have recognized and called out the altitude deviance.

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Original NASA ASRS Text

Title: B737 MAX pilots reported flying through the final approach course and descending below published altitudes due to confusion with the new style instrument displays.

Narrative: While on a 300 degree intercept heading; at an assigned altitude of 3000 feet; autopilot engaged; we received clearance 'Maintain 3000 ft until established; cleared for the ILS Approach'; and were handed over to the Tower. The pilot flying 'armed' VOR/LOC; which was verified on the FMA (Flight Mode Annunciator). Approaching the extended centerline of the runway; the pilot flying determined that VOR/LOC had failed to 'capture' and was overshooting the final. The pilot flying then made immediate correction back toward centerline via manual input with the control yoke; which disengaged the autopilot in all axes. The pilot flying noted there was no ILS 'raw data' presented on his EADI (Electronic Attitude Direction Indicator). Pilot not flying noted he did have CDI (Coursed Deviation Indicator) and glideslope pointers; but did not have VOR/LOC capture yet. Both pilot flying and pilot not flying verified that proper frequencies and inbound courses were set correctly. The pilot flying had the runway in sight visually at that point and continued hand flying toward the runway. The pilot not flying's FMA then 'captured' VOR/LOC; while pilot flying's remained in 'arm'. At that time we were outside of the Final Approach Fix. We then received instruction from Final Monitor to climb back to 3000 feet. The pilot flying immediately returned to altitude; while maintaining centerline track to the runway visually. In the distraction; we had inadvertently descended to approximately 2450 feet. Inside of the Final Approach Fix; pilot flying set and descended to 2700 feet. Pilot not flying's FMA remained in VOR/LOC with glideslope pointer descending the scale toward the 'centered' position; while pilot flying's 'raw data' indications remained blank; with VOR/LOC 'armed' on his FMA. At; or just prior to; ZZZZZ at 2700 feet; LOC and glideslope indications suddenly appeared; and VOR/LOC captured on the pilot flying's FMA. Pilot flying selected APP mode on the MCP (Mode Control Panel). Glideslope immediately 'captured' on the pilot flying's FMA; and indications remained normal without further anomaly. Approach and landing were made on without incident.Contributing factors were this was the first flight of a morning trip. Also both pilots first flight in MAX aircraft so there was a lot of looking around for information that has become instinctual in the NG. The weather was ragged SCT-BKN layer between 3000-3200 feet. More time in the MAX aircraft would be helpful. Time spent looking for information on redesigned display layout was definitely a distraction. I have never seen such a disparity between Captain and First Officer instrumentation like we experienced; where one side has good data and the other has none (assuming both are tuned/setup identically; which ours were). I'm not sure if this issue is MAX specific. As the pilot monitoring; I should have done a better job monitoring our altitude; especially after the autopilot was disconnected. I became too distracted by the problem and trying to quickly correct it. I should have recognized and called out the altitude deviance.

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.