How do you use autopilot in a flight simulator?

In a general flight simulator, use autopilot by stabilising and trimming the aircraft, setting heading, altitude and speed targets, choosing one lateral mode and one vertical mode, then engaging AP. Confirm the active modes on the cockpit flight-mode annunciator, and continue monitoring airspeed, power and flight path.

This basic method applies to Microsoft Flight Simulator 2024 and 2020, X-Plane, Prepar3D and FSX. The exact controls and mode logic depend more on the simulated aircraft and its avionics than on the simulator itself.

What does a flight simulator autopilot actually control?

A flight simulator autopilot controls the aircraft's flight path through separate lateral and vertical modes; it does not automatically make every piloting decision or manage thrust.

Most systems use the autopilot servos to control pitch and roll. A separate yaw damper may control yaw. The flight director displays guidance commands without moving the controls; engaging AP makes the servos follow those commands. Our explanation of autopilot servos, axes and flight modes covers that relationship in more detail.

How do you engage autopilot correctly?

The reliable way to engage autopilot is to establish controlled flight first, configure the targets and modes, and then verify what the automation captured.

1. Take off and stabilise manually. Establish a safe altitude, sensible airspeed and modest pitch and bank angle. Trim the aircraft where applicable, and observe any aircraft-specific minimum autopilot engagement height.
2. Set the targets. Move the heading bug to the required heading, select the intended altitude and set any applicable airspeed or vertical-speed target.
3. Choose the navigation source. For route following, make sure the CDI or source selector uses the required GPS, FMS or radio receiver. A loaded flight plan alone does not select that source.
4. Select suitable modes. HDG and ALT are straightforward for level flight. For a climb, select an altitude above the aircraft and use FLC, IAS or VS; for a descent, select a lower altitude and an appropriate vertical mode.
5. Set and monitor power. Unless autothrottle or autothrust is active, you remain responsible for the throttle. Autopilot pitch modes cannot create performance the aircraft does not have.
6. Engage the flight director and AP. Turn on the flight director if the aircraft requires it, select the modes in the sequence prescribed by that avionics system, then press the AP master. Avoid steering against the servos.
7. Read the annunciations. Confirm that AP is engaged and identify the active lateral and vertical modes. A mode may be armed for later capture without being active yet.
8. Monitor the result. Watch heading, altitude, airspeed, power, trim and flight path. Disconnect immediately if the aircraft becomes unstable or follows an unexpected command.

Changing the altitude selector by itself usually does not command a climb or descent. You must select a vertical mode as well. On many systems, pressing ALT while level holds the present altitude rather than flying directly to the number in the altitude window.

For a cockpit-based example, our practical MSFS 2024 autopilot procedure walks through heading, navigation, altitude and vertical-speed control.

How does FLC mode work with autopilot?

FLC mode uses pitch to maintain a selected airspeed while the aircraft climbs or descends towards the selected altitude.

• Choose FLC for most climbs when maintaining a safe airspeed matters more than holding an exact climb rate. Set climb power and let the autopilot vary pitch as performance changes.
• Choose VS for a specific vertical rate when you can monitor airspeed closely, such as a controlled descent. An excessive climb rate in VS can drive the aircraft towards a stall.
• Manage the throttle. In a typical light aircraft, add power for an FLC climb and reduce power for an FLC descent. Some transport aircraft coordinate FLC with autothrottle, but that is aircraft-specific.
• Check the initial speed target. Some systems synchronise FLC to the airspeed present when the mode is selected. Adjust the target only after confirming what appeared on the cockpit display.

FLC is not an automatic climb button. The selected altitude must be on the correct side of the aircraft, sufficient power must be available, and altitude capture must arm. Keep watching airspeed even when FLC is active because simulator assistance, controller inputs or an incorrectly modelled aircraft can still interfere.

What should you check on the cockpit display after pressing AP?

After pressing AP, the flight-mode annunciator or FMA is the authoritative cockpit display for what the automation is actually doing.

Yes: check everything that can alter the commanded path, not just the illuminated AP button. The mistake we see constantly is assuming that pressing NAV, FLC or APR made that mode active without reading the annunciator.

• Confirm that AP is displayed as engaged.
• Identify the active lateral mode, such as HDG or NAV.
• Identify the active vertical mode, such as ALT, VS or FLC.
• Separate active modes from armed modes waiting to capture.
• Check the selected heading, altitude, speed and vertical-speed values.
• Verify the navigation source and active flight-plan leg when using NAV.
• Confirm that thrust and airspeed remain appropriate.

FMA positions and colours vary between avionics systems, so do not assume that green, white or another colour always has the same meaning. If a mode is missing or unexpected, check it before allowing the aircraft to continue away from the intended path.

Why won't the autopilot follow my flight plan?

Autopilot usually fails to follow a flight plan because the wrong navigation source is selected, NAV is only armed, or the GPS or FMS lacks a valid active leg.

• Confirm that the route is loaded and has an active leg rather than a discontinuity.
• Select GPS or FMS guidance instead of VOR or localiser guidance when following a programmed route.
• Use HDG mode to fly a sensible intercept towards the desired track if the aircraft is too far from it.
• Press NAV and watch for it to change from armed to active as the course is captured.
• Do not treat a magenta route line as proof of autopilot capture; the FMA is the deciding indication.

NAV follows en-route guidance, while APP is intended for capturing compatible approach guidance. Our guide to choosing NAV versus APP and configuring the navigation source explains when each mode should be used.

Why is NAV armed but not active?

NAV remains armed when the aircraft has not yet met the system's capture conditions.

Confirm the correct source, use HDG to establish a shallow intercept and watch the course deviation move towards the centre. NAV should then activate if the route leg or radio signal is valid. A course behind the aircraft, an unsuitable intercept angle or a flight-plan discontinuity can prevent capture.

Why won't autopilot engage or stay engaged?

Autopilot may refuse to engage when the aircraft is unstable, the system lacks power, an engagement restriction applies or a hardware input immediately disconnects it.

A noisy trim wheel or duplicate AP-disconnect assignment can be difficult to spot because it may send repeated commands while appearing centred. Disable piloting assistance that can command the same controls while troubleshooting. Do not move manual trim with AP engaged unless the aircraft's documented procedure specifically requires it.

Does autopilot control speed or land the aircraft?

Autopilot does not necessarily control engine thrust, and approach mode does not automatically give the aircraft autoland capability.

VS controls vertical rate, so airspeed may fall if the commanded climb exceeds the available power. FLC or IAS controls airspeed through pitch, but you normally remain responsible for thrust unless a separate autothrottle or autothrust system is engaged.

APR can capture a localiser and glideslope or compatible GPS approach guidance. An automatic landing requires suitable aircraft equipment, correctly configured systems, supported guidance and the proper aircraft-specific procedure. Many simulated light aircraft must be disconnected and landed manually; our guidance on using autopilot during an approach and choosing when to disconnect covers that distinction.

When should you disconnect autopilot?

Disconnect autopilot whenever the aircraft becomes unstable, the active mode is unclear, the automation follows the wrong path or manual flight is required for the approach and landing.

Use the dedicated AP-disconnect control rather than fighting the servos with the yoke or stick. Take positive control, establish the required pitch and power, retrim if necessary and acknowledge the disconnect warning using the procedure modelled for that aircraft. Stabilise manually before attempting to re-engage.