What flight simulators do pilots use for training?

Pilots train on aircraft-specific full-flight simulators, fixed-base flight training devices and approved aviation training devices. Airlines mainly use full-motion simulators for type ratings and recurrent checks; flying schools use simpler cockpit trainers for instrument procedures. At home, pilots commonly practise with Microsoft Flight Simulator, X-Plane or Prepar3D, but those sessions normally earn no loggable credit.

The main types of pilot training simulator

The right simulator depends on the aircraft, training objective and aviation authority involved. Professional training organisations use qualified devices whose hardware, software, performance and maintenance records meet defined standards; a realistic-looking home cockpit is not automatically a qualified training device.

The terminology changes by jurisdiction. The US system includes full-flight simulators, flight training devices and aviation training devices, while European rules use categories such as FFS, FTD and FNPT. Approval applies to a specific device and configuration, not merely to the simulation software installed on it.

Which simulators do airline pilots use?

Airline pilots do most aircraft-specific simulator training in a qualified full-flight simulator representing the relevant aircraft family and variant. Its cockpit geometry, instruments, control loading, aircraft systems, performance, visual environment and motion cues are designed to reproduce the aeroplane closely enough for approved training and checking.

These simulators support type ratings, recurrent checks, line-oriented flight training and failures that would be unsafe or impractical to reproduce in an aircraft. Engine failures after take-off, rejected take-offs, unreliable airspeed, hydraulic faults and low-visibility approaches can be repeated without exposing an aircraft or crew to the real hazard.

Not every airline lesson requires motion. Fixed-base trainers and procedural devices are widely used for cockpit flows, flight-management-system programming, system logic and multi-crew co-ordination. They preserve expensive full-flight-simulator time for exercises where handling, visual or motion fidelity matters.

Military pilots follow the same broad principle but use purpose-built cockpit, mission and part-task simulators for their aircraft, sensors and operating role. Public combat simulators may explain general concepts, but they do not replace service-approved training systems.

What do student and private pilots train on?

Student, private and instrument pilots use training devices mainly to supplement flying in the real aircraft. Flying schools may operate a generic instrument trainer, a fixed-base replica of a light aircraft or an approved device fitted with the same avionics found in the training fleet.

These devices are particularly effective for:

• instrument scans and attitude control by reference to instruments;
• VOR, GPS and area-navigation procedures;
• holds, procedure turns and instrument approaches;
• autopilot and flight-director operation;
• checklist discipline and abnormal procedures;
• radio-navigation and cockpit-workload practice.

They are less convincing for control forces, peripheral vision, turbulence, the landing flare and crosswind judgement. A desktop Cessna can reinforce pitch-power-trim relationships, but it should not be treated as a perfect handling replica. Our guide to practising effectively in a simulated Cessna 172 explains where that familiar trainer works well and where its limitations appear.

Can Microsoft Flight Simulator or X-Plane count as flight training?

A normal home installation of Microsoft Flight Simulator, X-Plane or Prepar3D does not provide loggable flight-training time. Commercial software can sometimes form part of an approved training system, but approval belongs to the complete device: computer, controls, displays, cockpit layout, software configuration and supporting documentation.

Before recording simulator time, the pilot or school must verify the device's approval or qualification paperwork, permitted exercises, instructor requirements and applicable licensing rules. A software update, changed control system or unsupported configuration can also affect an approved device's status. A mistake we see constantly is assuming that realistic graphics or a professional software licence automatically makes a setup eligible for credit.

Home simulators still have substantial training value when used for the right tasks. They are good for rehearsing checklists, learning avionics, visualising routes and repeating instrument procedures. Our practical method for IFR simulator practice covers navigation, approaches, autopilot management and missed approaches without confusing home practice with approved instruction.

Microsoft Flight Simulator tends to appeal to pilots who value detailed scenery and visual route familiarisation, while X-Plane is often chosen for configurable aircraft behaviour and training-oriented setups. The differences are examined in our comparison of MSFS 2024 and X-Plane 12 for serious simulation. Prepar3D also appears in professional and academic environments, but the software alone is not a qualified training device.

How should a pilot choose a simulator?

Choose the simulator by training objective rather than graphics, motion or brand recognition.

1. Start with the legal purpose. If the hours must count towards a licence, rating, recency requirement or check, use the device specified by the training organisation and confirm its approval.
2. Match the cockpit and avionics. A simulator fitted with the same GPS, primary-flight display, autopilot and switch layout as the real aircraft reduces transfer errors.
3. Prioritise stable controls. Correctly calibrated yokes, pedals, throttles and trim are more useful for repeatable practice than an elaborate visual system paired with erratic control inputs.
4. Use desktop simulation for procedures. At home, concentrate on flows, instrument interpretation, navigation and decision points rather than trying to memorise exact control forces.
5. Build in feedback. Practise against an instructor-approved lesson plan, aircraft checklist or operating procedure, then review deviations instead of repeatedly flying the same mistakes.

For a broader explanation of these trade-offs, see our guide to judging simulator realism for home practice and professional training.

What causes negative training in a flight simulator?

Negative training occurs when the simulator reinforces a technique or expectation that does not transfer correctly to the aircraft. The usual causes are predictable:

• Mismatched avionics: practising on a different GPS or autopilot and then expecting identical controls in the aircraft.
• Poor calibration: excessive sensitivity, a large dead zone or uncommanded rudder input disguises normal handling relationships.
• Visual fixation: watching the simulated panel or outside view differently from the scan taught by an instructor.
• Unlimited resets: pausing or restarting whenever workload rises removes the decision-making pressure the exercise should develop.
• Outdated procedures: repeating an old checklist, navigation database or approach rather than the material used by the school.
• Unsupported logging: recording time from a home computer or from exercises outside the device's approval.

For most pilots, the division is straightforward: use an approved simulator for credited training and checks, a desktop simulator for preparation and repetition, and the real aircraft for sensory cues, judgement and handling skills that the device cannot reproduce.