How do I use the PMDG 737 autopilot in MSFS?

To use the PMDG 737 autopilot in Microsoft Flight Simulator, set the FMC and Mode Control Panel, switch on both flight directors, then engage CMD A once stable and at least 400 feet AGL after take-off. Select lateral and vertical modes, and verify every engagement or capture on the PFD flight-mode annunciator.

The PMDG simulation models the Boeing relationship between the FMC, Mode Control Panel, flight directors, autothrottle and autopilot. Pressing CMD A does not tell the aircraft where to go; it makes the autopilot follow the roll and pitch modes shown on the flight-mode annunciator, or FMA. The same basic logic applies across the PMDG 737 variants, though airline equipment options can alter small details.

How do you engage the PMDG 737 autopilot in MSFS?

The normal sequence is to prepare the route or selected guidance, establish the aircraft in stable flight and then engage one CMD channel above the minimum engagement height.

1. Decide how the aircraft will be guided. LNAV and VNAV require an active FMC route and the necessary performance data. For radar vectors or simple manual guidance, you can use heading, speed and vertical modes without a complete route. Our 737 FMC route and performance-entry sequence covers the managed-flight setup.
2. Set the MCP before take-off. Enter the initial cleared altitude, place the heading bug on the runway heading or assigned heading, and set the required take-off speed according to the procedure being followed. V2 is commonly placed in the speed window before departure.
3. Switch on both flight directors. Arm the autothrottle if it will be used. The autothrottle is a separate system and may remain active without the autopilot.
4. Select take-off guidance. Use TO/GA as appropriate and hand-fly through at least 400 feet AGL. Follow the flight-director command bars without making abrupt corrections.
5. Stabilise and trim the aircraft. Release substantial control pressure and centre the controls. The autopilot should not be expected to recover an aircraft that is badly out of trim or far from the commanded attitude.
6. Engage one autopilot channel. Press CMD A, or CMD B if required by the procedure. Only one channel is normally used during climb, cruise and descent; the second is reserved for a properly configured dual-channel approach.
7. Select and verify the modes. Use LNAV or HDG SEL laterally, then VNAV, LVL CHG, V/S or ALT HOLD vertically. Modes can also be armed before CMD engagement when their capture conditions are satisfied.
8. Read the FMA after every change. Green modes are active and white modes are armed. The FMA at the top of the primary flight display, not an illuminated MCP button, is the final indication of what the PMDG 737 will do.

What do the PMDG 737 MCP modes do?

Choose one lateral mode and one vertical mode that match the clearance, then use the FMA to confirm that each has become active or armed.

For an FMC-managed departure or arrival, choose LNAV and VNAV. For ATC vectors, use HDG SEL with LVL CHG or V/S. LVL CHG is generally the clearest choice for an unrestricted altitude change, while V/S is appropriate when ATC assigns a specific rate.

The selected MCP altitude is both a target and a clearance limit. Changing that number alone does not command a climb or descent; an appropriate vertical mode must be active.

Why is the PMDG 737 autopilot not engaging?

CMD A normally refuses to engage because the aircraft is below 400 feet AGL after take-off, the disengage bar is down, the aircraft is not stable, or MSFS is sending a conflicting control or trim command.

1. Check the engagement height. After take-off, remain in manual flight until at least 400 feet AGL.
2. Inspect the A/P disengage bar. The bar across the MCP autopilot controls must be in its normal raised position.
3. Release the controls. Trim the aircraft, centre the yoke or joystick and avoid holding significant pitch or roll pressure while pressing CMD.
4. Confirm the aircraft systems. The IRS and flight instruments must provide valid attitude and heading information, with the required electrical, hydraulic and flight-control systems operating normally.
5. Check every controller profile. Remove duplicate autopilot-disconnect, pitch-trim and flight-control bindings. A noisy trim wheel, joystick axis or repeatedly transmitted button command can disconnect CMD immediately.
6. Disable conflicting assistance. AI piloting and MSFS assistance features can fight the PMDG flight-control logic. Turn off any assistance that manipulates the controls.
7. Confirm the result on the FMA. If CMD appears and then vanishes, suspect a disconnect input or aircraft-state problem. If CMD remains active but the aircraft follows the wrong path, the fault is probably the selected mode rather than the autopilot itself.

A mistake we see constantly is adding a large joystick dead zone without first clearing duplicate bindings on other connected devices. Disconnect unnecessary hardware during diagnosis, then reconnect one device at a time. Our MSFS controller, assistance and autopilot fault checks cover the wider simulator-side causes.

Why is PMDG 737 LNAV not engaging?

LNAV will not engage or capture unless the FMC has an executed route, a valid active leg and a route segment the aircraft can intercept from its present position.

1. Confirm the route is active. A route left in the modified state has not replaced the active route. Resolve the modification and press EXEC only after checking it.
2. Inspect the LEGS pages. Remove unintended discontinuities and verify that the expected waypoint is the active leg. Do not create a direct-to merely to make LNAV work unless the resulting route matches the clearance.
3. Check the navigation display. The desired active route should appear as a continuous magenta path from the aircraft or an interceptable point ahead.
4. Create sensible capture geometry. If the aircraft is too far from the active leg or pointing away from it, use HDG SEL to establish an intercept, then arm LNAV.
5. Read the roll-mode FMA. White LNAV means it is armed and waiting for capture; green LNAV means it is actively steering.

On-ground LNAV arming also depends on a valid departure setup and suitable first-leg geometry. If it does not arm, hand-fly the departure or use HDG SEL until the route can be captured safely.

Why will VNAV not climb or descend?

VNAV needs an active route, complete required performance entries, a valid vertical profile and an MCP altitude that permits movement in the required direction.

For a climb, set the cleared altitude above the aircraft. For a descent, set the next cleared lower altitude before top of descent. VNAV will normally wait for its calculated descent point; lowering the altitude selector does not mean descend immediately. Use LVL CHG or V/S when an immediate descent is required.

If the FMA shows VNAV ALT, the aircraft has usually reached an MCP altitude limit before completing the FMC profile. Set the newly cleared altitude and use the appropriate altitude-intervention or VNAV procedure for the configured aircraft. Our focused 737 LNAV and VNAV fault checklist explains route activation, performance entries, capture conditions and mode reversions.

How do you descend and level off correctly?

To descend the PMDG 737, set the cleared lower altitude first and then select VNAV, LVL CHG or V/S according to whether the descent is profile-managed, speed-managed or rate-assigned.

• VNAV: use it when the FMC route, constraints and calculated descent profile are valid. It should descend at top of descent only when the MCP altitude permits it.
• LVL CHG: use it for an immediate climb or descent at the selected speed. Monitor thrust and add drag if the aircraft cannot remain on the required descent profile without accelerating.
• V/S: use it for an assigned vertical rate or a controlled shallow correction. Watch airspeed closely because pitch prioritises the selected vertical speed.

As the selected altitude approaches, the pitch FMA should change to ALT ACQ and then ALT HOLD. If the aircraft remains level after the altitude knob is turned, it is still in ALT HOLD, waiting for VNAV top of descent, or being held by an FMC altitude constraint.

Can the PMDG 737 autopilot perform an autoland?

Yes, the PMDG 737 can perform a dual-channel ILS autoland when the ILS, both autopilot channels, navigation receivers and approach modes are configured correctly.

1. Verify the ILS. Tune the required ILS frequency, identify the signal and set the published front course. For a dual-channel approach, configure both sides as required by the aircraft.
2. Establish a suitable intercept. Approach the localiser at a manageable angle and intercept the glideslope from below. Capturing from above is unreliable and is not the normal procedure.
3. Select APP. Verify localiser and glideslope modes arm in white, then become active in green as each signal is captured.
4. Engage the second CMD channel. Do this only when APP mode and the required approach conditions permit it. Engaging both channels during cruise does not provide useful redundancy.
5. Monitor the autoland annunciations. Confirm the expected dual-channel status and subsequent FLARE and ROLLOUT indications. If the system downgrades or the required modes fail to arm, discontinue the autoland and follow the planned manual or go-around procedure.
6. Configure the aircraft yourself. The autopilot does not select landing gear, flaps, speedbrake or autobrake settings. Reverse thrust also remains a pilot action after touchdown.

A single CMD channel in APP mode can track the localiser and glideslope, but that is not a dual-channel autoland. Simulator scenery or navigation data can also contain an offset or poorly aligned localiser; the autopilot cannot correct a faulty signal. Our complete 737 ILS capture and dual-channel autoland sequence covers the setup and FMA checks.

For a manual landing, disconnect at the planned height using the yoke autopilot-disconnect switch or a correctly mapped equivalent. Press it again to silence the disconnect warning, then continue hand-flying while monitoring the autothrottle state.