How do I fly the Boeing 787 in MSFS 2024?

To fly the Boeing 787 in Microsoft Flight Simulator 2024, select an installed 787, build or import a route, enter performance data in the FMC, set the MCP, then use TO/GA, LNAV and VNAV for departure. Descend on a loaded arrival, arm APP only when correctly established, and land at the calculated speed.

Which Boeing 787 should I use in MSFS 2024?

The Microsoft 787-10 is the simplest choice because its avionics and flight model are integrated with the simulator. It is normally associated with a Premium Deluxe entitlement rather than the base Standard aircraft set, although carried-over ownership may also affect what appears in your library.

Before installing another variant, check our comparison of compatible 787 add-ons and their base-aircraft requirements. Community-folder aircraft are limited to PC; console users need aircraft distributed through their supported in-simulator content system.

How do I set up and take off in the 787?

A runway start is the quickest way to learn the 787 because the engines, electrical system and major flight controls are already configured. Use a gate start only when you want to practise the complete power-up and engine-start flow.

1. Choose a suitable flight: use a long runway, clear weather and a short route with an ILS at the destination. Do not load full fuel for a short sector; the unnecessary mass increases take-off and landing distance.
2. Build the route: create the flight in the MSFS 2024 EFB or enter it directly into the FMC. Our EFB route-planning instructions cover fuel, payload, procedures and sending a plan to the aircraft.
3. Verify the FMC: confirm the origin, destination, departure runway, SID, route, STAR and approach, then activate and execute the route. Inspect every leg rather than assuming an imported plan is ready. Remove genuine discontinuities, but do not blindly delete a VECTORS leg that represents an expected ATC heading.
4. Complete performance setup: enter or confirm gross weight, reserves, cost index and cruise altitude. Select take-off flap, calculate V1, VR and V2, and set the displayed trim value. The EFB can transfer a route without completing these fields, so follow our route and performance-entry walkthrough if VNAV or the take-off speeds remain unavailable.
5. Set the mode control panel: select the cleared altitude, set an initial heading if required, turn on both flight directors and arm the autothrottle. LNAV and VNAV can be armed before departure only when the route and performance setup are valid.
6. Configure for take-off: set the calculated flap position and trim, arm the speedbrake, select RTO autobrake and check that the flight controls move correctly. Confirm the runway matches the FMC departure runway.
7. Apply take-off thrust: stabilise the engines, then select TO/GA. Keep the aircraft on the centreline, rotate smoothly at VR, follow the flight director and retract the landing gear after a positive climb.
8. Clean up the aircraft: retract the flaps on schedule using the speed indications rather than raising them all at once. Engage the autopilot only after the aircraft is stable, then monitor the flight-mode annunciator to confirm which modes are actually controlling pitch, roll and thrust.

What changes when starting cold and dark?

A cold-and-dark 787 needs electrical power, fuel and its aircraft systems established before engine start. Turn on the battery, connect external power or start the APU, initialise the navigation systems as required, configure the fuel pumps and follow the aircraft checklist before moving the engine start selectors and fuel control switches.

The 787 uses electrically driven engine starting, so do not copy a 737 or 747 pneumatic-start flow and wait for an APU bleed switch. If an engine will not start, check that APU or external electrical power is available, the relevant fuel pumps are operating and the fuel control switch has been moved from cutoff to run at the correct point.

Why will LNAV or VNAV not engage?

LNAV and VNAV usually fail because the route, performance data or selected MCP altitude does not permit the requested mode. The illuminated button is not proof of engagement; the flight-mode annunciator at the top of the primary flight display is the authoritative indication.

• LNAV remains armed: the aircraft may be too far from the active leg or heading away from it. Use HDG SEL to intercept the magenta route at a sensible angle, then select LNAV again.
• No magenta route appears: activate and execute the FMC route, check the active runway and inspect the legs for an unintended discontinuity.
• VNAV is unavailable: complete the performance and take-off reference pages, enter the cruise altitude and confirm that valid speeds have been calculated.
• The aircraft will not climb or descend: set an MCP altitude that permits the movement. VNAV cannot descend through an altitude still held in the selector.
• The wrong mode captures: use the FMA to distinguish VNAV PATH, VNAV SPEED, FLCH, altitude hold and glideslope capture. Do not keep pressing mode buttons without checking the resulting annunciation.
• Thrust or pitch keeps changing: remove duplicate controller bindings, check for a noisy throttle axis and return simulation rate to normal. Accelerated time can make airliner autopilots unstable.

How do I descend and land the Boeing 787?

A stable 787 landing begins before top of descent, with the arrival, approach, landing runway and reference speed already checked. Set a lower cleared altitude on the MCP so VNAV is allowed to follow its calculated descent path.

For an ILS, confirm the correct approach is loaded and intercept the localiser from a sensible angle and below the glideslope. Arm APP only when established for capture. An RNAV approach may use LNAV and VNAV or another aircraft-supported approach mode; do not assume the APP button is correct for every procedure.

1. Manage the descent: follow the FMC path and speed restrictions. If high, reduce speed early or use the speedbrake within its operating limits rather than forcing a steep late descent.
2. Configure progressively: extend flaps according to the speed tape, lower the landing gear, arm the speedbrake and set the required autobrake level.
3. Use the calculated speed: fly the FMC landing reference speed with the appropriate wind correction. A fixed speed copied from another flight may be wrong for the aircraft's mass and flap setting.
4. Finish the landing: disconnect the autopilot when ready, maintain the centreline, flare gently, bring thrust to idle and allow the main gear to touch first. Apply reverse thrust and braking, then stow reverse as the aircraft slows.

Our 787 approach and touchdown procedure covers stabilisation, flap choice, flare technique, spoilers and reverse thrust in greater detail.

Why is the Boeing 787 missing or behaving incorrectly?

A missing or broken 787 is usually caused by entitlement, content filtering or an incompatible add-on rather than the flight setup itself.

• Aircraft absent from the selector: confirm that the account owns the required edition or base aircraft, inspect the simulator's content library and clear any aircraft-category filters.
• Add-on variant does not load: verify that its required Microsoft 787 base package is available. A repaint or expansion cannot substitute for that dependency.
• Black cockpit displays: provide external or APU power, switch on the required generators and check display brightness. If the stock aircraft works but an add-on does not, remove or update the add-on package.
• Aircraft will not move: release the parking brake, remove any active chocks and inspect toe-brake bindings for reversed or permanently applied axes.
• Problems began after changing liveries: temporarily remove the affected Community package and test the unmodified Microsoft aircraft. Older packages can conflict with updated cockpit or systems files.

For a first complete flight, use a route of roughly 300–500 nautical miles between airports with long runways and a straightforward ILS. That provides enough time to practise climb, cruise setup and descent without loading the aircraft with excessive fuel or turning the exercise into a long-haul flight.