Learn how to use autopilot in MSFS airliners: set up the route, choose lateral and vertical modes, read the FMA and troubleshoot problems.
To use autopilot in Microsoft Flight Simulator airliners, programme and verify the route, switch on the flight directors, stabilise the aircraft after take-off, select the required lateral and vertical modes, then engage the autopilot. Watch the flight-mode annunciator, not the illuminated buttons, to confirm what the aircraft is actually commanding.
This workflow applies broadly to MSFS 2020 and MSFS 2024, but each aircraft implements it differently. Airbus aircraft use an FCU with managed and selected modes; Boeing aircraft use an MCP with modes such as LNAV, VNAV and FLCH. Autopilot controls the flight path, while autothrottle or autothrust is a separate system.
MSFS airliner autopilot workflow
- Programme and check the flight plan. Confirm the departure, arrival, runway and active route in the FMS. Remove unintended discontinuities and make sure the active leg leads to a waypoint ahead of the aircraft. Some airliners import the MSFS world-map route; others require additional setup in their own FMS.
- Set the initial clearance. Before take-off, enter the cleared altitude, set an appropriate heading or arm the route mode, and select or confirm the initial speed. Turn on the flight directors and prepare autothrottle or autothrust according to the aircraft.
- Take off manually. Establish a positive, stable climb and keep the aircraft reasonably in trim. There is no universal engagement height: use the limits and procedure modelled by that aircraft rather than assuming every airliner permits autopilot at the same altitude.
- Engage one autopilot channel. Press AP1, CMD A or the equivalent control. Look at the flight-mode annunciator at the top of the primary flight display and verify that the autopilot is engaged.
- Select a lateral mode. Use NAV or LNAV to follow a valid FMS route. Use selected heading or HDG SEL when following ATC vectors, avoiding weather or recovering from an incorrect route.
- Select a vertical mode. Managed climb, VNAV or FLCH-type modes are normally preferable for major altitude changes because they control pitch around a target speed. Vertical speed mode is useful for a specific climb or descent rate, but it can allow the airspeed to become unsafe if thrust or drag is wrong.
- Monitor the aircraft continuously. Check the FMA after every selection and watch speed, altitude, thrust and route tracking. An illuminated mode button may mean that a mode is merely armed; the FMA shows what is active now and what is waiting to capture.
- Prepare the descent and approach early. Enter the arrival and approach, set each cleared altitude, reduce speed and configure the aircraft progressively. Arm approach mode only when established on a sensible intercept to the required final approach path.
A common mistake we see is pressing the autopilot button and expecting the aircraft to decide where to go. It will fly only the modes, targets and navigation source that have been selected.
Which autopilot mode should I use?
Choose the mode according to the task rather than leaving LNAV and VNAV engaged for every situation.
| Task | Typical Airbus mode | Typical Boeing mode | Use it when |
|---|---|---|---|
| Follow the programmed route | NAV | LNAV | The FMS route and active leg are valid |
| Fly a selected heading | Selected HDG | HDG SEL | Receiving vectors or bypassing a bad route segment |
| Follow a computed vertical profile | Managed CLB/DES | VNAV | Performance data and the vertical route are complete |
| Climb or descend while targeting speed | OPEN CLB/DES | FLCH or FLC | You need a direct altitude change without following the full vertical profile |
| Command a fixed rate | V/S | V/S | You can monitor speed and adjust the rate as conditions change |
| Capture an ILS | APPR | APP | The localiser and glideslope are valid and being intercepted correctly |
On an Airbus, pushing an FCU selector generally requests a managed target from the FMS, while pulling it requests a pilot-selected target. Boeing logic is different: LNAV and VNAV use the FMC route, while MCP selections such as heading, altitude and vertical speed can replace or constrain those commands. For aircraft-specific procedures, use our detailed A320 FCU and managed-mode walkthrough or the PMDG 737 MCP and autopilot procedure.
Why is the autopilot not following the route?
An engaged autopilot usually fails to follow the route because the wrong lateral mode or navigation source is active, or the FMS has no valid active leg.
- HDG is active instead of NAV or LNAV: select or arm the route-following mode and confirm its capture on the FMA.
- The route contains a discontinuity: correct the flight plan rather than expecting the autopilot to cross an undefined section automatically.
- The active waypoint is behind the aircraft: activate or intercept the correct leg using the aircraft's FMS procedure.
- The wrong navigation source is selected: GPS/FMS guidance, VOR and localiser signals are not interchangeable.
- The selected altitude blocks VNAV: the FCU or MCP altitude acts as a clearance limit. VNAV will not normally climb or descend through it simply because the FMS profile continues.
- The mode is armed but not active: intercept angle, position or altitude may not yet meet the capture conditions.
- A controller input disconnects the autopilot: check for duplicate bindings, noisy axes or a mapped autopilot-disconnect command.
- Assistance features are interfering: disable AI piloting or control assistance that is issuing commands alongside you.
If the system will not engage at all, our autopilot engagement troubleshooting checklist covers trim, unstable flight, bindings, navigation sources and aircraft-specific restrictions.
Can an MSFS airliner autopilot land the aircraft?
Some MSFS airliners can perform a modelled autoland, but pressing APP does not by itself guarantee an automatic landing.
APP mode normally couples the aircraft to an ILS localiser and glideslope. A true autoland also requires a compatible aircraft implementation, a suitable ILS, the required autopilot channels and landing configuration, plus positive FMA indications for the landing, flare and rollout modes. The exact annunciations depend on the airliner.
Intercept the localiser from a reasonable angle and capture the glideslope from below. If the aircraft does not explicitly show the required autoland status, treat it as a coupled approach and disconnect to land manually. Our MSFS ILS approach procedure explains navigation setup, localiser and glideslope capture, APP mode and the distinction between an approach and autoland.