How do I fly the FlyByWire A32NX in MSFS 2020?

To fly the FlyByWire A32NX in Microsoft Flight Simulator 2020, power it, load and verify the route, enter performance data, start the engines and configure for take-off. Use the Airbus FCU's managed modes for climb and descent, configure early for the approach, then flare and select idle at the RETARD callout.

The A32NX is a PC add-on and appears as a separate aircraft from the default A320neo; it is not available on Xbox. If it is missing from the aircraft selector, complete the A32NX installation and Community folder checks before attempting the flight.

What should I set up before departure?

Begin at a parking stand, configure the controls and complete the aircraft setup before starting either engine.

1. Check the controls: Bind the sidestick, rudder, brakes, flaps, spoilers and both throttle axes. Remove duplicate assignments and calibrate the A32NX throttle detents in the flyPad; otherwise the levers may jump between IDLE, CL, FLX/MCT and TOGA. Our recommended A32NX control setup covers the bindings that commonly cause trouble.
2. Apply electrical power: Switch on BAT 1 and BAT 2, then use external power when AVAIL is shown. Turn all three ADIRS selectors to NAV and allow alignment to finish without moving the aircraft.
3. Load fuel and payload: Use the flyPad rather than changing the MSFS fuel and weight menus after spawning. Importing a SimBrief plan does not automatically make every part of the aircraft ready; follow the flyPad fuel, payload and flight-plan workflow and confirm that the requested values have actually been applied.
4. Verify the MCDU route: Check the origin, destination, runway, SID, STAR and approach on the F-PLN page and step through the route on the Navigation Display. Remove an accidental discontinuity, but do not automatically delete a MANUAL leg or vector discontinuity that belongs to the procedure.
5. Complete the performance pages: Enter or import the cruise level, cost index, zero-fuel weight and centre of gravity. For take-off, verify the runway, flap setting, take-off trim, V1, VR, V2, FLEX temperature when applicable, and thrust-reduction and acceleration altitudes. Use calculated figures rather than guessed speeds.
6. Prepare the APU: Before pushback, start the APU and wait for AVAIL, then switch on APU bleed. Turn on the fuel pumps, close the doors and disconnect external power once the APU is supplying the aircraft.

How do I start the engines and take off?

The normal simplified sequence is APU bleed available, engine mode selector to start, Engine 2 followed by Engine 1, and then a complete take-off configuration check.

1. Begin pushback or secure the aircraft: Turn on the beacon and make sure both thrust levers are at IDLE. Release the parking brake only when instructed during pushback.
2. Start the engines: Set the ENG MODE selector to IGN/START, switch Engine 2 MASTER on and wait until the engine is stable with AVAIL displayed. Repeat for Engine 1, then return the mode selector to NORM. If an engine does not start, check APU bleed, fuel pumps, the master switch and the idle throttle position.
3. Configure for take-off: Set the calculated flap position and trim, arm the ground spoilers, select MAX autobrake and perform the flight-control check. Set the cleared altitude on the FCU and use the appropriate managed NAV or selected heading mode.
4. Run the take-off configuration test: Press TO CONFIG and correct every warning. The ECAM take-off memo should be complete without unresolved blue items before entering the runway.
5. Set take-off thrust: Hold the brakes if required, stabilise both engines at roughly 50% N1, then move both thrust levers together into FLX/MCT when valid FLEX data has been entered, or TOGA when full thrust is required. Do not leave the levers between detents.
6. Rotate and climb: At VR, raise the nose smoothly rather than pulling abruptly. Select gear up after a positive climb, follow the flight director and engage AP1 once the aircraft is stable. When LVR CLB flashes, move the thrust levers back to the CL detent; autothrust then controls engine power while the levers remain there.
7. Retract the flaps: Follow the PFD's F and S speed cues and retract one stage at a time. Retracting too early can leave the aircraft short of lift, while forgetting the flaps causes excessive drag and may trigger an overspeed warning.

How do managed and selected modes work?

On the Airbus FCU, pushing a knob normally requests a managed FMS mode, while pulling it requests an immediate selected mode.

Changing the altitude number alone does not start a climb or descent. Set the cleared altitude, then push or pull the altitude knob as required and confirm the resulting mode on the Flight Mode Annunciator at the top of the PFD. Green shows the active mode and blue normally shows what is armed.

The A32NX does not use a Boeing-style VNAV button. For the details behind altitude constraints, top of descent and managed profiles, use our A32NX managed climb and descent explanation.

What do I do during cruise?

In cruise, leave both thrust levers in the CL detent, monitor fuel and check the route and arrival before reaching the top of descent. Do not use the throttle levers to chase small speed changes while autothrust is active.

Programme the expected STAR and approach, but recheck them if the runway changes. Review the altitude constraints and make sure the FCU altitude will permit the aircraft to descend when clearance is received.

How do I descend and fly an ILS approach?

Set a lower cleared altitude before the top of descent, command managed descent, then configure progressively so the aircraft is stable before the final approach.

1. Prepare the arrival: Verify the STAR, approach and runway in the MCDU. On the approach performance page, enter the QNH, temperature, wind, minima and intended landing configuration. Activating the approach phase too early can command an unexpectedly low managed speed.
2. Start the descent: Set the cleared lower altitude and push the altitude knob at the computed descent point. If the aircraft is high, use an appropriate selected mode or speedbrake rather than forcing a steep, fast approach.
3. Intercept the ILS: Display the ILS scales with LS and confirm that the correct frequency and course are tuned. Approach the localiser from a sensible intercept angle and below the glideslope, then press APPR when cleared. Check for localiser and glideslope arming and capture on the FMA.
4. Configure for landing: Select flaps progressively below each flap limit, lower the landing gear, arm the spoilers and choose the required autobrake setting. Use managed approach speed unless a selected speed is needed, and complete the landing checklist before reaching the runway.
5. Land the aircraft: Disconnect the autopilot once established if landing manually, but leave autothrust active. Make a small flare near the normal flare height, avoid holding the nose excessively high and move both thrust levers to IDLE at the RETARD callout.
6. Decelerate and clear: Select reverse thrust after main-wheel touchdown, monitor directional control and braking, then return the reversers to idle and stow them before taxi speed. After leaving the runway, disarm the spoilers, retract the flaps and complete the after-landing flow.

Why is the A32NX not following the flight plan?

The Flight Mode Annunciator usually reveals the cause: the aircraft follows the mode shown there, not the mode the pilot expected to select.

• Selected heading is active: Push the heading knob to arm or capture NAV once the aircraft has a valid intercept with the programmed route.
• The route contains a gap: Inspect the MCDU flight plan for discontinuities, duplicate waypoints or an incorrect departure or arrival. Preserve intentional vector legs.
• Managed descent will not begin: Set an altitude below the aircraft, push the altitude knob and confirm that a valid descent path exists. An incomplete route or missing performance data can prevent the expected profile.
• The autopilot disconnects: Centre the controls, remove duplicate axis bindings and disable assistance features that are moving the aircraft. Strong manual sidestick input can also disconnect the autopilot.
• Thrust behaves incorrectly: Recalibrate the throttle detents and confirm both virtual levers are in CL after take-off. A lever sitting between detents can produce persistent thrust warnings or asymmetric behaviour.