How do I fly the Airbus A320 in Microsoft Flight Simulator?

To fly the Airbus A320 in Microsoft Flight Simulator, verify an IFR route in the MCDU, use FLEX/MCT or TOGA for take-off, set CL after the prompt, and confirm every automation change on the FMA. Plan descent early and stabilise the approach. Exact MCDU, EFB, import and autoland behaviour depends on the A320 package.

Which Microsoft Flight Simulator A320 should you use?

Use the A320 package that matches the system depth you want, then follow that aircraft’s own workflow rather than mixing instructions from different versions.

The broad Airbus principles apply in Microsoft Flight Simulator 2020 and 2024, but the installed aircraft determines how the flight plan is imported, which MCDU pages work, what the electronic flight bag calculates and whether advanced functions such as dual-autopilot autoland are simulated.

Regardless of package, the main working areas are the FCU for immediate guidance, the MCDU for flight management, and the flight mode annunciator at the top of the PFD for confirming what the aeroplane is actually doing. Our guide to the A320 controls and cockpit displays identifies the FCU, MCDU, PFD, ND, ECAM and thrust-lever detents.

What should be set up before an A320 flight?

Before take-off, the MCDU must contain a sensible route and enough performance data for the selected aircraft to calculate guidance and speeds.

For a first flight, we recommend daylight, light wind, long runways and a route of roughly 100–200 nautical miles with an ILS at the destination. Starting with the aircraft already powered lets you learn the flight before adding electrical, ADIRS, APU and engine-start procedures.

• Flight plan: departure runway, SID, en-route legs, STAR, transition and approach.
• Route inspection: no unexplained loops, duplicated fixes, impossible turns or unintended discontinuities.
• Aircraft data: weights, fuel, centre of gravity, cost index and cruise level where required by the package.
• Take-off data: runway, flap setting, trim, V1, VR, V2 and FLEX temperature when calculated by a supported performance tool.
• FCU setup: cleared initial altitude, appropriate heading or managed NAV, barometric setting and flight directors on.

The wider system is called the FMGS; the MCDU is its cockpit interface. It calculates managed speeds, lateral guidance, altitude constraints, predictions and the vertical profile, but it cannot repair a contradictory route automatically. Our complete MCDU route and performance setup covers SID, STAR, approach and discontinuity entry in detail.

Can you use a World Map flight plan without programming the MCDU?

You can use the Microsoft Flight Simulator World Map to create the route, but you must inspect what reached the aircraft. Some A320 packages import it directly, while others use a separate EFB, company-route or flight-plan system.

Check the runway, SID, STAR, transition, approach, cruise altitude and every leg. A common mistake is changing the runway in the simulator or EFB while leaving the old procedure in the MCDU. Importing the same plan through two different methods can also create duplicate legs or overwrite manual edits.

Do you need FSHud or another external ATC tool?

No external ATC tool is required to fly the A320. FSHud can issue route, altitude, runway and arrival instructions, but the MCDU and FCU still determine how the aeroplane follows them.

If external ATC assigns a different STAR or approach, update the aircraft’s flight plan and inspect the revised legs before pressing APPR. Do not assume its route, the World Map route and the MCDU route remain synchronised.

How do you fly the A320 step by step?

The simplest training flight uses managed lateral guidance for most of the route, with selected modes available whenever the calculated plan is unsuitable.

1. Inspect the route before moving. Step through the flight plan on the ND where supported. Resolve duplicate fixes and unintended gaps, but do not automatically clear a discontinuity after a vectors or manual leg.
2. Prepare the departure. Set the cleared initial altitude, correct barometric reference, take-off flap and trim, armed ground spoilers and take-off autobrake as modelled. Brief the first turn and altitude restriction.
3. Taxi with low thrust. Use enough thrust to start rolling, reduce it promptly and control speed with light braking. The A320 gathers speed quickly during taxi.
4. Set take-off thrust. Move the levers to FLEX/MCT only with valid FLEX data, or use TOGA for full take-off thrust. Expected FMA indications include MAN FLX or MAN TOGA, SRS, and RWY or RWY TRK where modelled; NAV may be armed for the departure.
5. Rotate and establish the climb. Rotate smoothly at VR and follow the SRS command. Select gear up after a positive climb. Engage AP1 once the aeroplane is stable if you want the autopilot to fly the departure.
6. Move the thrust levers to CL when prompted. At thrust-reduction altitude, place both levers in the CL detent. Normal climb indications are usually THR CLB, CLB or OP CLB, and NAV. Leave the levers in CL while autothrust controls thrust.
7. Retract the flaps on the speed cues. At acceleration altitude, allow the aircraft to accelerate and retract the flaps according to the F and S indications. Do not retract early merely because the aircraft is climbing.
8. Monitor the FMA through climb and cruise. The selected FCU altitude is the clearance limit. The FMS may contain a higher cruise level, but the aircraft will not climb through the altitude set on the FCU.
9. Prepare the arrival before top of descent. Confirm the landing runway, STAR, transition, approach, minima, expected landing configuration and missed approach. As a rough cross-check, allow about three nautical miles per 1,000 feet of height to lose, then add distance for slowing, wind and routing.
10. Choose managed or selected descent. Set the cleared lower altitude and push the altitude knob for managed DES when the route has a credible profile. Pull it for OP DES when you need an immediate descent that does not observe calculated altitude constraints. Monitor speed and use speed brakes only to correct a modest energy excess.

How do managed and selected A320 autopilot modes work?

On normal Airbus FCU logic, pushing a knob requests managed guidance from the FMGS, while pulling it commands a selected value from the FCU.

Mouse gestures, tooltip wording and display fidelity vary between A320 packages. The FMA remains the source of truth: active modes are normally green, armed modes blue, and the selected altitude remains the final limit. Our practical explanation of A320 FCU and autopilot operation covers AP1 engagement and push-pull control in more depth.

The APPR button is different: it arms approach guidance rather than selecting an ordinary managed or selected FCU value. It does not lower the gear, extend the flaps, activate every MCDU approach phase or guarantee an autoland.

How do you fly the final approach and landing?

A safe A320 final approach requires valid guidance, confirmed FMA captures, the correct landing configuration and a stable energy state.

1. Verify the approach. Confirm the runway, approach type, transition, ILS frequency or auto-tuning, identifier, inbound course, minima and missed-approach route. Display the ILS scales where the package provides an LS pushbutton.
2. Intercept from a sensible position. Approach the localiser at a modest angle and join the glideslope from below. Press APPR when cleared or ready to capture. For an ILS, expect LOC and G/S armed in blue.
3. Confirm both captures. The normal sequence is LOC*, then LOC, followed by G/S* and G/S in green. Do not continue solely because the autopilot is engaged; if the required modes are not on the FMA, the approach has not captured correctly.
4. Set the missed-approach altitude after glideslope capture. Once G/S is active, set the published or cleared missed-approach altitude. Setting a higher altitude before capture can command an unwanted climb in some circumstances.
5. Configure in stages. Activate or confirm the MCDU approach phase at the appropriate point, extend flaps within their speed limits, lower the gear in good time, arm the ground spoilers and select the required landing autobrake. Keep the thrust levers in CL while autothrust controls approach speed.
6. Apply a stable-approach gate. By about 1,000 feet above the airfield, aim to be on the correct lateral and vertical path, at approach speed, fully configured, with the landing checklist complete and only small corrections required. Go around if those conditions are not met.
7. Land manually or verify autoland capability. For a manual landing, disconnect the autopilot when established, maintain the flight path, make a modest flare and move the thrust levers to idle at the retard prompt. After touchdown, confirm spoilers, use reverse thrust as required and brake for the available runway.

Can every Microsoft Flight Simulator A320 autoland?

No; autoland capability and reliability depend on the aircraft package, its system state and the ILS installation being used.

For the usual dual-channel autoland, the package must support both autopilots engaged for the approach. Expect the appropriate capability annunciation, commonly CAT 3 DUAL, followed by LAND, FLARE and ROLLOUT. If the package does not model these modes, AP2 will not engage, or the expected annunciations never appear, plan a manual landing or go around.

Do not infer autoland capability merely because LOC and G/S captured. Runway equipment, aircraft failures, wind limits and package-specific restrictions still apply. Our detailed A320 CAT III autoland procedure explains the dual-autopilot and FMA checks used in Microsoft Flight Simulator 2024.

What is the correct A320 go-around procedure?

Move the thrust levers to TOGA, confirm the go-around modes on the FMA and fly the missed approach rather than trying to repair an unstable landing close to the runway.

1. Select TOGA. Move both levers into the TOGA detent. The expected initial FMA is MAN TOGA, SRS and GA TRK, with NAV armed when the missed-approach route is valid. If those modes do not appear, fly the aeroplane manually and check whether the detent was recognised.
2. Follow SRS and reduce drag. Follow the commanded pitch, move the flap lever one step towards retraction and select gear up after a positive climb. Do not retract all flap immediately.
3. Confirm the missed-approach guidance. Check the FCU altitude and follow the published procedure or ATC instruction. Verify whether NAV has engaged; otherwise use selected heading to fly the required track.
4. Accelerate and clean up. At the applicable acceleration altitude, retract the remaining flaps on the speed cues. Move the levers back to CL when prompted and expect THR CLB with CLB, OP CLB, NAV or HDG as appropriate.
5. Rebuild the approach only when workload permits. Check fuel, weather and the reason for the go-around before selecting another approach. Inspect any revised route rather than immediately pressing APPR again.

Why is the A320 not following the flight plan or approach?

Most A320 guidance failures in Microsoft Flight Simulator come from the wrong active mode, a broken route, an invalid intercept, missing approach data or thrust levers outside the required detent.

Why is NAV not following the magenta route?

HDG or TRK is probably active, the flight plan is discontinuous, or the aircraft cannot intercept the active leg.

• Check the FMA. If it shows HDG or TRK, the aeroplane is obeying the FCU rather than the flight plan.
• Use selected heading to establish a sensible intercept, then push for managed NAV. Alternatively, choose an appropriate direct-to fix in the MCDU.
• Check that the active leg is ahead of the aircraft. NAV may refuse to capture a leg behind you or one requiring an extreme turn.
• Inspect the SID, STAR and approach for duplicate fixes, reversals and the wrong transition.

Why will managed DES not start?

Managed descent will not work correctly without a lower selected altitude, a usable vertical profile and suitable flight-plan geometry.

• Set a lower FCU altitude only when cleared or when appropriate for the flight.
• Confirm that the route is in NAV and has no unresolved gap before the descent path.
• Check the flight phase, cruise level and altitude constraints in the MCDU.
• If the route was changed after top of descent, allow predictions to recalculate and inspect them again.
• If you are already high or the profile is invalid, use OP DES or a carefully chosen V/S, monitor speed and rebuild the arrival when workload allows.

Managed DES is not an emergency descent mode. Pulling for OP DES normally commands idle thrust and disregards intermediate FMGS altitude constraints, so you must protect every cleared or published restriction yourself.

Why did the A320 miss the localiser or glideslope?

An ILS usually misses capture because the aircraft approached from a poor position, was above the glideslope, had the wrong approach loaded or never received a valid ILS signal.

• Confirm that an ILS approach, not merely the runway, is active in the flight plan.
• Check for the ILS identifier and deviation scales before relying on APPR.
• Intercept the localiser at a modest angle and the glideslope from below.
• Look for blue LOC and G/S after pressing APPR, followed by the starred capture modes.
• If LOC captures but G/S does not, you may be above the beam or outside valid coverage. Discontinue the approach and reposition rather than forcing a steep descent.
• For an RNAV or other non-ILS approach, do not expect ILS annunciations. Depending on the package and procedure, the FMA may use modes such as FINAL APP or other package-specific guidance.

What should you do with an F-PLN DISCONTINUITY?

Clear a discontinuity only when the two surrounding legs should genuinely connect.

A gap after a vectors, manual or heading leg may be intentional. ATC may be expected to vector the aircraft back to final, after which you can use selected heading or an appropriate direct-to. Blindly clearing the gap can create a sharp turn, bypass a required leg or send the aeroplane back towards the airport.

How do you fix an incorrect imported flight plan?

Compare the imported plan with the intended clearance, then repair or reload it through the method supported by that A320 package.

• Verify origin, destination, runways, SID, STAR, transition, approach and cruise level.
• Delete duplicate procedures rather than removing individual fixes until the route merely looks tidy.
• Avoid importing through both the World Map and the aircraft’s EFB unless the package explicitly requires it.
• Remember that custom-aircraft MCDU changes may not be reflected in the simulator’s ATC route.
• If the route contains multiple loops or contradictory procedures, rebuilding it is often safer than trying to salvage every leg.

Why is there no ILS indication?

No ILS indication means the receiver is not tuned to a valid signal, the display scales are hidden, or the selected approach does not provide an ILS.

• Select the LS display on the PFD where the aircraft models that control.
• Verify the runway’s approach type, frequency, inbound course and identifier.
• Check whether the package auto-tunes from the active flight plan or expects an entry on a radio-navigation page.
• Do not use an unidentified signal. If no identifier or deviation appears, treat the ILS as unavailable.
• Check for a runway, procedure or navigation-data mismatch if the charted approach and simulator disagree.

Why is autothrust not controlling speed?

Autothrust normally requires the thrust levers in the correct detent and a valid autothrust mode on the FMA.

• After take-off, move the levers to CL at the prompt and leave them there through normal climb, cruise, descent and approach.
• Check for A/THR and an active thrust mode such as SPEED, MACH, THR CLB or THR IDLE.
• If the display repeatedly shows manual thrust, THR MCT or a lever warning, calibrate the hardware detents using the method provided by that aircraft package.
• Remove duplicate throttle-axis bindings and correct noisy controls that make the simulated levers flicker between detents.
• Do not chase speed by moving hardware throttles while autothrust is active. Use managed or selected speed and monitor what the FMA commands.

When should you hand-fly the A320?

Hand-fly the take-off, initial climb and a calm-weather visual or ILS landing while learning, but use the autopilot when MCDU work and arrival preparation would otherwise overload you.

A useful progression is to master the route and FMA first, then add take-off cleanup, managed descent, ILS capture, manual landing, go-arounds and finally cold-and-dark operation. Automation is not a substitute for monitoring: after every FCU input, read the FMA and confirm that the aeroplane entered the mode you intended.