Learn how to arm and use Embraer E-Jet autothrottle, read the FMA, manage take-off and approach, and fix common simulator faults.
On an Embraer E-Jet, select a valid speed target, engage autothrottle with the A/T control or the aircraft’s take-off logic, and confirm the active mode on the flight mode annunciator. Use TO/GA for take-off, then monitor the displayed thrust or speed mode; the pushbutton light alone is not proof of engagement.
In our Aviation & Real-World Flying coverage, we separate the real E-Jet operating logic from shortcuts used by older simulator models. Panel labels and landing logic can differ between original E170/E175/E190/E195 aircraft, the E2 family and individual add-ons, so the FMA on the primary flight display is always the final authority.
Does the E-Jet autothrottle need to be armed?
A detailed E-Jet normally requires the autothrottle to be armed or selected before it can control thrust. During take-off preparation, use the A/T pushbutton on the guidance panel if the model provides one; advancing the thrust levers to the TO/GA position then activates the take-off sequence.
Some software combines arming and engagement, while other models show an armed state until TO/GA is selected. In flight, pressing A/T may engage it immediately when the required conditions are satisfied. Check the FMA before pressing the button again, because a second press may disconnect the system.
Autothrottle is separate from the flight director and autopilot: it controls thrust, while pitch and roll guidance control the flight path. Our explanation of autothrottle modes and speed control covers that division in more detail.
How do I use E-Jet autothrottle from take-off to landing?
The normal sequence is to prepare the speed source, arm A/T, select TO/GA and verify every subsequent mode change on the FMA.
- Complete the aircraft setup. Start both engines, initialise the flight-management system and enter the applicable take-off and reference speeds. Choose either the FMS-managed speed or a manually selected IAS/Mach target.
- Arm the autothrottle. Press the cockpit A/T control if your E-Jet model calls for it. Look for an armed indication on the PFD rather than relying only on an illuminated button.
- Select take-off thrust. Advance the thrust levers to the TO/GA position. Verify an appropriate take-off thrust mode on the FMA and check that both engines stabilise at the commanded thrust.
- Monitor the climb transition. At the applicable thrust-reduction point, the detailed aircraft should transition from take-off thrust to its climb schedule. Select the intended FMS or manual speed mode and confirm the new annunciation.
- Manage cruise and descent speed. Autothrottle can operate with the autopilot engaged or disconnected. It changes thrust to pursue the selected IAS or Mach, but it cannot maintain an impossible target when the aircraft is too steep, at idle thrust or at its thrust limit.
- Set the approach speed. Enter or select the correct approach target and monitor speed as the gear and flaps add drag. Follow that model’s checklist for automatic retard or manual disconnection; not every E-Jet add-on reproduces the real landing logic.
To disconnect, use the designated A/T disconnect control rather than fighting the virtual levers with a hardware throttle. Before taking manual control in a simulator, bring the physical throttle near the displayed thrust position where practical; otherwise the engines may jump abruptly when the axis becomes active.
How can I tell whether autothrottle is working?
Autothrottle is working only when the FMA shows an active thrust or speed-control mode and the engines respond consistently with that mode.
- Armed indication: the system is available but may not yet be moving or commanding the thrust levers.
- Active mode: the FMA identifies what the system is commanding, such as take-off thrust, climb thrust or speed control. Exact wording and colours depend on the aircraft implementation.
- Engine response: N1 or another displayed thrust parameter changes as required. A stationary speed bug proves only that a target has been selected, not that A/T is engaged.
Watch the FMA after every major change: TO/GA selection, acceleration, level-off, descent, flap extension and glideslope capture. A common mistake we see is noticing the selected-speed bug but overlooking an armed-only, disconnected or thrust-limited annunciation.
Does the method change between E-Jet simulators?
Yes; full-system E-Jets use aircraft-specific logic, while some legacy FSX models rely on the simulator’s generic autothrottle and speed-hold functions.
| Aircraft implementation | Typical method | What to verify |
|---|---|---|
| Detailed E-Jet add-on | Use the cockpit A/T control, TO/GA logic and FMS or selected-speed modes | Aircraft-specific FMA and thrust indications |
| Legacy FSX E-Jet | Arm the generic autothrottle, then engage the applicable speed-hold function | FSX autopilot annunciations and engine response |
| Basic conversion or incomplete model | Autothrottle may be simplified or absent | Package documentation and whether an active mode appears at all |
For the older freeware package, our FSX E-Jet autothrottle notes describe using Shift+R to arm the simulator-level system and explain its speed-hold behaviour. Do not apply that shortcut automatically to a detailed MSFS, X-Plane or Prepar3D E-Jet, where it may bypass or conflict with the add-on’s own logic.
Why will the E-Jet autothrottle not engage?
An E-Jet autothrottle usually refuses to engage because it is only armed, lacks a valid speed or thrust mode, has been overridden by hardware, or is not implemented by that aircraft model.
- Armed but not active: select TO/GA for take-off or choose the required in-flight speed mode, then check the FMA again.
- Wrong speed source: confirm whether the aircraft is following an FMS target or the manually selected IAS/Mach. Changing the inactive source will have no effect.
- Throttle-axis interference: noisy potentiometers, duplicate assignments or two connected quadrants can repeatedly override A/T. Use our guidance to calibrate the throttle quadrant and remove conflicting axes.
- Aircraft not fully configured: incomplete electrical, avionics or engine setup may leave the guidance system unavailable. Confirm that the PFD, FMS and engine indications are operating normally.
- Thrust limit reached: autothrottle cannot hold speed if the engines are already at maximum permitted thrust, or at idle during a steep descent. Correct the flight path rather than repeatedly cycling A/T.
- Legacy model limitation: some FSX conversions require generic simulator support declared in the aircraft configuration; others only provide a visual A/T switch. If no active mode or engine response appears, do not assume the real E-Jet logic is present.
If thrust surges or oscillates after engagement, first remove hardware-axis conflicts, return the simulation to normal time acceleration and stabilise the aircraft’s pitch. Autothrottle cannot compensate cleanly for rapid pitch changes, an unstable approach or a target speed that keeps switching between FMS and manual selection.