How do I use the Airbus A320 autopilot in MSFS?

To use the Airbus A320 autopilot in Microsoft Flight Simulator, load a valid flight plan, switch on both flight directors, set the cleared altitude on the FCU, then engage AP1 after take-off once the aircraft is stable. Use managed modes for the programmed route and selected modes for direct control, while checking the PFD's FMA.

What do push and pull mean on the A320 autopilot?

On the A320's Flight Control Unit, pushing a knob normally gives control to the aircraft's managed flight plan, while pulling it selects the value shown on the FCU. Think push for managed, pull for selected.

Selected mode does not switch off the autopilot; it simply gives you more direct control. Mouse interaction varies between MSFS aircraft and cockpit-interaction settings, so use the displayed push or pull tooltip rather than assuming every click zone behaves identically.

The FCU tells the system what you want, but the Flight Mode Annunciator at the top of the Primary Flight Display tells you what the aircraft is actually doing. Active modes are normally shown in green and armed modes in blue. Our guide to the A320's FCU, PFD and other cockpit displays explains where to find these indications.

How do I engage the A320 autopilot after take-off?

1. Prepare a continuous flight plan. Enter or import the route, departure, arrival and approach, then check the route on the navigation display. Managed NAV, climb and descent depend on valid MCDU data. See our A320 MCDU and flight-plan setup instructions if the route has not been prepared.
2. Switch on both flight directors. Set the initial cleared altitude on the FCU and confirm that the intended lateral mode, usually NAV, is armed on the FMA.
3. Take off manually. Follow the flight director and stabilise the aircraft in the climb. Around 400 feet above ground is a common simulator handover point, although the permitted engagement height depends on the A320 implementation and flight situation.
4. Press AP1. Confirm AP1 appears on the FMA. AP2 is not needed for an ordinary departure, climb or cruise.
5. Move the thrust levers to CL when prompted. When LVR CLB appears, place the levers in the CL detent. Autothrust can then regulate thrust without the physical levers moving.
6. Verify the modes. A normal managed climb will usually show NAV laterally and CLB vertically, with the selected altitude acting as the clearance limit. Read the FMA rather than judging the mode from the FCU button lights.

The autopilot and autothrust are separate systems. AP1 controls the flight path; A/THR controls thrust. The thrust levers normally remain in the CL detent through climb, cruise and descent while autothrust is active.

How do I change heading, speed or altitude?

Pull the relevant FCU knob when you need direct control, then push it to return to the programmed route or profile.

• ATC gives a heading: turn the heading knob to the instruction and pull it. The FMA should change from NAV to HDG or TRK.
• ATC clears you back to the route: place the aircraft where it can intercept the route, then push the heading knob. Confirm NAV arms and subsequently becomes active.
• You need a specific speed: select it and pull the speed knob. Push the knob later to restore managed speed.
• You receive a new altitude: set that altitude first, then push for managed climb or descent, or pull for open climb or descent. Merely turning the altitude selector does not always initiate a vertical mode change.

Open climb and open descent do not command a fixed vertical speed. The A320 uses pitch to maintain the target speed while thrust goes to the appropriate climb or idle setting. Use V/S only when a particular rate is required, and watch the airspeed closely.

How do I make the A320 autopilot descend?

Set the lower cleared altitude before the top of descent, then push the altitude knob at the descent point to command managed DES. This follows the calculated vertical profile and any valid altitude constraints in the flight plan.

If the aircraft is above profile or ATC requires an immediate descent, pull the altitude knob for OP DES. Open descent aims directly for the selected altitude and generally disregards intermediate managed altitude constraints, so it needs closer supervision. Speed brakes can recover a modestly high profile, but they should not be used to hide an incorrect altitude or approach setup.

A common mistake is dialling a lower altitude and expecting the aircraft to descend without commanding DES, OP DES or V/S. Another is starting managed descent with an incomplete arrival, a route discontinuity or no usable vertical profile.

How do I capture an ILS with the A320 autopilot?

Load and verify the ILS approach, intercept the localiser from a sensible angle while below the glideslope, display the ILS scales with LS, then press APPR. Confirm localiser and glideslope capture on the FMA before relying on the autopilot.

1. Verify the approach. Check the runway, approach and arrival in the MCDU, including any discontinuity that genuinely needs removing.
2. Intercept from below. Being above the glideslope or approaching the localiser at a steep angle often prevents capture.
3. Press APPR. Look for LOC and G/S to arm in blue, followed by capture indications such as LOC* and G/S*, then active LOC and G/S in green.
4. Configure the aircraft. Extend flaps and landing gear on schedule and monitor managed or selected approach speed.
5. Disconnect for a manual landing. Unless a properly configured autoland is intended, disconnect the autopilot by the applicable minimum and hand-fly the rest of the approach.

For autoland, the aircraft, add-on and ILS must support it, the approach must be correctly configured, and both autopilots are normally engaged after the approach mode is armed. Pressing AP2 during ordinary flight does not improve tracking and does not turn an unsuitable approach into an autoland.

Why is the A320 autopilot not following the route?

The usual causes are selected heading mode, a route discontinuity, poor intercept geometry or an incorrect flight-plan sequence.

• HDG is active instead of NAV: push the heading knob and check that NAV arms. If it does not, steer towards the route before trying again.
• The aircraft turns towards the wrong waypoint: inspect the MCDU flight-plan sequence and navigation display. Do not remove every discontinuity blindly; some mark a required manual or radar-vector segment.
• The aircraft will not climb or descend: confirm the target altitude is set on the correct side of the aircraft's present altitude, then command CLB, DES, OP CLB, OP DES or V/S as required.
• Autothrust gives unexpected power: check the thrust-lever detent, selected speed, active flight phase and duplicate throttle bindings.
• AP1 will not engage or immediately disconnects: centre the controls, stabilise the aircraft, stop applying sidestick input and check for conflicting controller assignments. Our general MSFS autopilot engagement checks cover the remaining causes.

Does this work with every MSFS A320?

The core Airbus method is the same across the default A320 and higher-fidelity add-ons, but the depth of MCDU, constraint, autothrust and autoland simulation differs. Some aircraft also use different mouse interaction zones or model fewer failure and approach modes.

Do not copy button presses without checking the FMA; the same FCU selection can produce a different result when the route, flight phase or intercept geometry changes. For the surrounding take-off, climb, cruise and landing workflow, use our complete A320 flight procedure for Microsoft Flight Simulator.