MSFS 2024 Autopilot Guide: Every Mode Explained (GA and Airliners)

The autopilot is not magic. It does not know where you want to go, it does not decide when to climb or descend, and it will not land the aircraft for you (with rare exceptions). It is a system that follows commands you set. Every time you press a button on the autopilot panel, you are giving it one specific instruction: hold this heading, maintain this altitude, follow this route.

The reason so many people struggle with autopilot in MSFS 2024 is not that the system is broken. It is that nobody explains what each mode actually does, what it expects from you, and why it ignores you when you have not set it up correctly. This guide fixes that.

Flying the airliners? The autopilot only follows what's in the flight computer. Practise programming it in our free A320 MCDU Trainer — in your browser, no sim needed.

The Two Autopilot Families

Before we get into modes, you need to understand that there are two completely different autopilot interfaces in MSFS 2024, and they work differently.

GA Aircraft: The Autopilot Panel (G1000 / GFC 700)

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In general aviation aircraft like the Cessna 172 Skyhawk (G1000 variant), the autopilot is part of the Garmin avionics suite. The GFC 700 autopilot is integrated into the G1000 glass cockpit, and its controls sit in a row of buttons on the panel between the PFD and MFD.

The buttons are: AP (autopilot master), FD (flight director), HDG (heading), NAV (navigation), APR (approach), BC (back course), VS (vertical speed), FLC (flight level change), ALT (altitude hold), VNAV (vertical navigation), and the nose up/down buttons for adjusting VS or FLC targets.

Each button is a simple toggle. Press it, it engages. Press it again, it disengages. The active mode lights up on the button itself. It is about as straightforward as autopilot gets.

Airliners: The MCP (Boeing) and FCU (Airbus)

Airliners use a dedicated autopilot control strip mounted on the glareshield — the panel directly above the main instrument displays.

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Boeing (PMDG 737, 777) calls this the Mode Control Panel (MCP). It has rotary knobs for speed (IAS/MACH), heading, altitude, and vertical speed, plus pushbuttons for each mode: N1, SPEED, LNAV, VNAV, HDG SEL, LVL CHG, V/S, ALT HLD, APP, VOR LOC, and the autopilot engage buttons CMD A and CMD B. Normal disconnect is via the button on the yoke, not the A/P disengage bar (which disconnects the autopilot only — the autothrottle has its own disengage switches on the thrust levers — and is not used in normal operation).

Airbus (iniBuilds A320neo) calls theirs the Flight Control Unit (FCU). It looks simpler but behaves differently. The FCU has four rotary knobs — SPD/MACH, HDG/TRK, ALT, and V/S/FPA — plus pushbuttons for AP1, AP2, A/THR (autothrust), LOC, APPR, and EXPED (expedite climb/descent).

The critical difference on the Airbus is the push/pull logic:

• Push a knob = managed mode — the Flight Management System (FMGC) controls that parameter automatically
• Pull a knob = selected mode — the autopilot uses whatever value you dialled in

When a parameter is managed, the FCU display shows dashes instead of a number (except altitude, which always shows a number but displays a dot next to it when managed). When it is selected, you see the actual value.

This push/pull concept is the single most important thing to understand about Airbus autopilot, and there is no equivalent on Boeing or GA aircraft. If you are coming from Boeing and looking for an LNAV button — there is not one. You push the heading knob instead, which puts the aircraft in NAV managed mode.

Every Autopilot Mode Explained

These modes exist across all aircraft types. The button names differ, but the underlying concepts are identical.

HDG — Heading Mode

What it does: The aircraft turns to and holds whatever heading you set with the heading bug.

GA (G1000): Press HDG. Turn the heading bug knob to your desired heading.

Boeing: Press HDG SEL on the MCP. Rotate the heading selector knob.

Airbus: Pull the HDG knob on the FCU. The aircraft flies the heading shown in the HDG window.

When to use it: Radar vectors from ATC, initial climb-out when you do not have a flight plan loaded, or anytime you need manual directional control.

Common mistake: Engaging heading mode without setting the heading bug first. The bug might be pointing 90 degrees away from your current track. The aircraft will immediately bank hard toward the bug, which looks like a malfunction but is the autopilot doing exactly what you told it to do.

NAV / LNAV — Lateral Navigation

What it does: The aircraft follows a loaded flight plan or navigation source laterally (left and right). It tracks the magenta line.

GA (G1000): Press NAV. The autopilot follows whatever the CDI (Course Deviation Indicator) is set to — GPS flight plan, VOR radial, or localizer. This is controlled by the CDI source button on the PFD, which cycles between GPS, NAV1, and NAV2.

Boeing: Press LNAV on the MCP. The aircraft follows the route programmed in the FMC. The route must be entered in the FMC itself — the MSFS world map flight plan does not transfer to the PMDG FMC automatically. If the LEGS page is blank, LNAV has nothing to follow.

Airbus: Push the HDG knob on the FCU. The display changes to dashes, and the FMA shows NAV in green. The FMGC follows the route in the MCDU.

When to use it: Anytime you want the aircraft to follow a programmed route — which is most of the flight.

Common mistake: LNAV is armed (shown in white on the Boeing FMA) but never captures. This happens when the aircraft is too far from the route or at too steep an intercept angle. Use HDG SEL to turn toward the route at a reasonable intercept angle (up to 90 degrees when more than 3 NM from the route), then re-engage LNAV.

For a deep dive into why LNAV refuses to engage, see our LNAV troubleshooting guide.

ALT — Altitude Hold

What it does: Holds the current altitude. Pitch adjustments keep you level.

GA (G1000): Press ALT. The aircraft holds whatever altitude it was at when you pressed the button.

Boeing: Press ALT HLD on the MCP. This captures and holds the current altitude.

Airbus: The altitude hold behaviour is automatic. When the aircraft reaches the altitude set in the FCU altitude window during a climb or descent, it levels off and holds. You can also push the ALT knob to engage managed altitude (the FMGC manages altitude constraints from the flight plan).

Common mistake: Pressing ALT while still climbing or descending. The autopilot locks the altitude you are passing through, not the altitude you set in the window. Set your target altitude first, climb or descend to it, and ALT hold engages automatically when you reach it.

VS — Vertical Speed

What it does: Climbs or descends at a specific rate in feet per minute. You pick the rate, the autopilot pitches to maintain it.

GA (G1000): Press VS, then use the nose up/down buttons to set your rate (e.g., +500 fpm for a gentle climb, -700 fpm for descent).

Boeing: Press V/S on the MCP, then rotate the V/S thumbwheel to set your target rate. The range is -7,900 to +6,000 fpm, though you would never use those extremes in normal operations.

Airbus: Pull the V/S knob on the FCU. Rotate it to set your rate. Push the V/S knob to command a level-off (sets VS to zero).

When to use it: Short altitude changes, ATC-assigned climb/descent rates, or anytime you need precise control over your vertical rate.

The danger of VS mode: VS holds the rate regardless of speed. If you set +2,000 fpm in a climb but do not add enough power, the aircraft will pitch up to maintain the rate and the airspeed will decay. In extreme cases, it will pitch to maintain 2,000 fpm right into a stall. FLC/LVL CHG is safer for extended climbs because it protects airspeed.

FLC / LVL CHG — Flight Level Change

What it does: Climbs or descends by holding a target airspeed while you control the thrust. Instead of setting a vertical rate, you set a speed, and the autopilot pitches to maintain that speed while the climb or descent rate becomes a byproduct of your thrust setting.

GA (G1000): Press FLC. Set your target speed with the nose up/down buttons. Add full power for a climb; reduce to idle for a descent.

Boeing: Press LVL CHG on the MCP. Set your target speed in the IAS/MACH window. The autothrottle sets climb thrust (for climbs) or idle (for descents), and the autopilot pitches to hold the target speed. The aircraft climbs or descends until it reaches the altitude in the MCP altitude window.

Airbus equivalent: Pull the SPD knob and set a target speed, then set a lower altitude. The Airbus does not have a dedicated "LVL CHG" button — the concept is handled through the open climb/open descent modes (OP CLB / OP DES). Set the FCU altitude above your current altitude and pull the ALT knob for OP CLB, or set it below and pull for OP DES.

When to use it: Extended climbs and descents. FLC is generally preferred over VS because it protects your airspeed — the aircraft will reduce climb rate rather than slow into a stall.

Key difference from VS: With VS, the rate is fixed and speed varies. With FLC, the speed is fixed and rate varies. FLC is safer for long altitude changes.

VNAV — Vertical Navigation

What it does: The FMC/FMGC manages the entire vertical profile — climb speed, cruise altitude, top of descent, descent speed, and altitude constraints at each waypoint. You set it up before departure, and VNAV executes the profile automatically.

GA (G1000): Press VNAV. The system follows altitude constraints programmed in the flight plan. This works best with approaches that have published altitude restrictions.

Boeing: Press VNAV on the MCP. The FMC manages the profile based on the performance data you entered on the PERF INIT page (cost index, cruise altitude, reserves). Critical rule: VNAV will never descend below the altitude set in the MCP altitude window. You must set the MCP altitude to your next target altitude before reaching top of descent, or VNAV will level off.

Airbus: VNAV is the default managed vertical mode. Push the ALT knob and the SPD knob — the FMGC manages both altitude and speed according to the flight plan constraints. CLB, DES, and their managed sub-modes handle this automatically.

Common mistake on Boeing: Leaving the MCP altitude at cruise level while expecting VNAV to descend. VNAV obeys the MCP window as a hard floor. Set it to the next restriction altitude.

For more on VNAV problems, see our VNAV troubleshooting guide.

APP / APR / APPR — Approach Mode

What it does: Arms (and then captures) both the localizer and glideslope for an ILS approach. This is the mode that flies you down the ILS beam to the runway.

GA (G1000): Press APR. The autopilot arms for localizer and glideslope capture. You must have the ILS frequency tuned on NAV1, and the CDI source must be set to NAV1 (not GPS).

Boeing: Press APP on the MCP. The FMA shows LOC and G/S as armed (in white). When the aircraft intercepts the localizer, LOC captures (turns green). When it intercepts the glideslope, G/S captures. The ILS course must be set in the MCP course window.

Airbus: Press APPR on the FCU. LOC and G/S arm. The ILS frequency should be auto-tuned by the FMGC if the approach is loaded in the MCDU. Verify the frequency on the RAD NAV page.

Critical requirement: You must be established on an intercept heading before the localizer will capture. Fly toward the localizer at an angle of no more than 30 degrees. If you press APP while flying perpendicular to the localizer or flying away from it, it will never capture.

For the full ILS approach procedure, see our ILS approach guide.

VOR LOC / LOC — Localizer Only

What it does: Captures and tracks a VOR radial or localizer course without arming the glideslope. Use this when you want lateral guidance from a VOR or localizer but do not want to capture a glideslope.

Boeing: Press VOR LOC on the MCP. The aircraft tracks the course set in the course window using the NAV radio.

Airbus: Press LOC on the FCU. This arms localizer capture without the glideslope — the same function as Boeing's VOR LOC.

GA (G1000): There is no dedicated localizer-only button. NAV mode handles VOR tracking, and APR is used for full ILS approaches.

Making the Autopilot Follow Your Flight Plan (the Magenta Line)

This is the question almost every new simmer asks: "I pressed NAV but the aircraft just flies straight — how do I get the autopilot to actually follow my flight plan?" In MSFS 2024, NAV mode follows the magenta line — your active GPS flight plan — but only when three things are true. Get all three right and the aircraft tracks the route hands-off from the first waypoint to the last.

The three-step setup (GA aircraft / G1000):

1. Make sure the flight plan is active. On the map (or the G1000 FPL page) your route should be drawn as a magenta line. If it is white, it is loaded but not active — open the flight plan page and activate it, or use Direct-To the first waypoint. NAV mode has nothing to follow until the line is magenta.
2. Set the CDI source to GPS. Press the CDI softkey on the G1000 PFD until the course needle reads GPS and the deviation bars turn magenta. If it reads VLOC (green bars), the autopilot is trying to track a VOR or ILS radio — not your flight plan — and in NAV mode the aircraft will simply fly straight ahead. GPS = flight plan, VLOC = radio navigation. This is the single most common cause, covered in depth in the next section.
3. Press NAV. With the route active and the CDI on GPS, press NAV on the autopilot. The aircraft banks to intercept the magenta line and then tracks it through every leg automatically.

If it still will not follow the line:

• Check OBS is off. If OBS (Omni Bearing Select) mode is engaged, the GPS holds one fixed course instead of sequencing your waypoints, so NAV mode looks like it "does nothing." Turn OBS off and the flight plan sequences normally.
• Use Direct-To. The most reliable fix when NAV refuses to lock on: press Direct-To, choose the next waypoint in your plan, and confirm. This forces an active leg the autopilot can track immediately, and the route sequences from there.
• Watch the intercept geometry. If you are far from the route, or crossing it at a steep angle, NAV may not capture. Turn toward the magenta line using HDG mode first, then re-engage NAV once you are closer and at a shallower angle.

Airliners (PMDG 737, iniBuilds A320): the principle is identical, but the route lives in the FMC/MCDU rather than the GPS, and you press LNAV (Boeing) or push the HDG knob for managed NAV (Airbus). Critically, the MSFS world-map flight plan does not transfer into the PMDG FMC automatically — if the LEGS page is blank, there is nothing to follow. See our LNAV troubleshooting guide for the airliner-specific version of this problem.

The CDI Source Problem

This is the single most common cause of "my autopilot doesn't work" across all GA aircraft in MSFS 2024, and it trips up experienced simmers too.

The CDI (Course Deviation Indicator) on the G1000 PFD has a source button that cycles between GPS, NAV1, and NAV2. The autopilot in NAV and APR modes follows whatever source the CDI is set to.

Here is where it goes wrong:

• You fly the entire route on GPS (correct — your flight plan is in the GPS)
• ATC vectors you for an ILS approach
• You press APR to arm approach mode
• The autopilot ignores the ILS localizer completely
• You are confused and frustrated

The problem: the CDI is still set to GPS. The ILS is on NAV1. The autopilot is tracking the GPS source, which knows nothing about the ILS beam. You need to switch the CDI source to NAV1 before the autopilot can see and track the ILS.

The fix is simple: press the CDI button on the PFD to cycle to NAV1. Verify the ILS frequency is tuned on NAV1 (the G1000 usually auto-tunes it when you load the approach). Now press APR and the localizer will capture.

On Boeing and Airbus airliners, this problem does not occur the same way because the ILS is handled through the FMC/MCDU and the autopilot knows which source to use when APP/APPR is pressed. But on GA aircraft with the G1000, it is entirely your responsibility to switch sources.

How to Use Autopilot for a Complete Flight

Here is the practical workflow from takeoff to approach, applicable to any aircraft.

Phase 1: Takeoff and Initial Climb

Hand-fly the takeoff. Do not engage the autopilot on the ground or immediately after rotation.

• GA aircraft: Climb to at least 800-1,000 feet AGL before engaging
• Boeing 737: The minimum autopilot engagement altitude is 400 feet AGL per aircraft limitations
• Airbus A320: The autopilot can be engaged as low as 100 feet AGL after takeoff with SRS mode active (at least 5 seconds after liftoff), though airline SOPs typically call for engagement between 400 and 1,000 feet

Before pressing AP:

1. The aircraft must be trimmed and stable — wings level, a consistent pitch attitude, no oscillations
2. Set your heading bug to your current heading or departure heading
3. Set the altitude you are climbing to in the altitude selector
4. Turn on the flight director (FD) if it is not already on

Now press AP (GA), CMD A (Boeing), or AP1 (Airbus). The autopilot is engaged.

Phase 2: Climb

Select your climb mode:

• Simple climb: Press VS (or V/S) and set a rate. Something like +1,500 to +2,000 fpm works for most GA aircraft. For an airliner, +2,000 to +2,500 fpm is typical in the initial climb.
• Speed-based climb: Press FLC (or LVL CHG). Set your climb speed — Vy for GA aircraft (74 knots in a C172 at sea level), or 250 knots below 10,000 feet in an airliner (this is the regulatory speed limit under FAR 91.117, not an approach speed). Add climb power if not using autothrottle.
• Managed climb (airliners): Use VNAV (Boeing) or managed modes (Airbus push knobs) to let the FMC handle speeds and altitude constraints automatically.

Select your lateral mode:

• HDG if you are being vectored by ATC or do not have a flight plan loaded
• NAV / LNAV if you have a flight plan and want to follow it

Phase 3: Cruise

When you reach your target altitude, the autopilot will level off automatically if you are using VS, FLC, or VNAV. ALT hold will engage.

During cruise, you are mostly monitoring. Lateral navigation (NAV/LNAV) follows your route. If you need to change altitude, set the new altitude first, then initiate the climb or descent with VS, FLC, or VNAV.

Phase 4: Descent

Set your new lower altitude in the selector before starting down. This is critical — especially on Boeing, where VNAV will not descend below the MCP altitude.

• Simple descent: Press VS and set a negative rate (e.g., -1,500 fpm)
• Speed descent: Press FLC/LVL CHG. Reduce thrust to idle. The aircraft descends while holding your target speed
• Managed descent: VNAV (Boeing) or managed modes (Airbus) follow the computed descent path. Start this at or before the top of descent point

For more on planning descents, see our VNAV descent guide.

Phase 5: Approach

This is where setup matters most.

1. Load the approach in the FMC/MCDU/G1000. Verify it is correct on the LEGS page (Boeing), F-PLN page (Airbus), or flight plan page (G1000)
2. Tune the ILS frequency on NAV1. On airliners this is often auto-tuned; on GA, verify it manually
3. Switch CDI source to NAV1 (GA aircraft only — see the CDI section above)
4. Set the inbound course in the course selector (Boeing MCP) or verify it is correct
5. Fly an intercept heading toward the localizer at no more than 30 degrees
6. Level at the glideslope intercept altitude — the altitude published on the approach plate where you should be when the glideslope comes alive
7. Press APP / APR / APPR to arm approach mode
8. Wait for capture — the FMA will show LOC capturing first, then G/S
9. Configure for landing — extend flaps, lower gear, slow to approach speed
10. Disconnect autopilot at decision altitude (typically 200 feet above the runway for a Category I ILS) and hand-fly the landing

For the complete step-by-step procedure, see our ILS approach guide.

Aircraft-Specific Tips

Cessna 172 Skyhawk (G1000 Variant)

The default C172 with G1000 avionics uses the GFC 700 autopilot. It is a capable two-axis system that handles heading, navigation, altitude, vertical speed, flight level change, and approach modes.

Key tips:

• The AP button defaults to ROL (wing leveler) and PIT (pitch hold) when engaged. You must then select your desired lateral and vertical modes
• FLC is excellent for climbs — set your Vy speed and add full power
• The CDI source issue (GPS vs NAV1) applies here. Watch for it on every ILS approach
• The altitude alerter will flash and beep when approaching your preselected altitude — this is normal, not an error
• If the autopilot disconnects immediately after engaging, check that your trim is set correctly and the aircraft is stable. A wildly out-of-trim aircraft will trip the disconnect

PMDG 737

The 737's MCP is the most button-rich autopilot panel in MSFS 2024, and the PMDG version models it with full fidelity.

Key tips:

• The flight plan must be in the FMC, not just the MSFS world map. Use SimBrief import via the CDU or enter it manually. If the LEGS page is blank, LNAV and VNAV have nothing to follow
• PERF INIT must be complete for VNAV to work. Fill in ZFW, reserves, cost index, and cruise altitude. A blank reserves field will block VNAV entirely
• Use LVL CHG for climbs (it is what real 737 pilots use most of the time). Set 250 knots below 10,000 feet, then increase to your climb speed above
• The IRS must be aligned if you started from cold and dark — about 10 minutes on the 737. LNAV will not work without IRS alignment
• CMD A or CMD B must be pressed to engage the autopilot — the flight director alone will not fly the aircraft
• Turn off all MSFS assistance settings. Go to Options, Assistance, Piloting and set everything to Hard/Off. The sim's built-in autopilot logic actively fights PMDG's custom system

For the full cold and dark startup, see our PMDG 737 startup guide. For FMC programming, see our PMDG 737 FMC tutorial.

iniBuilds A320neo

The Airbus autopilot philosophy is fundamentally different from Boeing, and if you are coming from the 737, you will need to retrain some habits.

Key tips:

• There is no LNAV button. Push the HDG knob to engage NAV (managed lateral navigation). Pull the HDG knob for selected heading. This confuses every Boeing pilot the first time
• Push = managed, pull = selected. This applies to SPD, HDG, ALT, and V/S knobs. If you remember nothing else about the Airbus, remember this
• Managed mode shows dashes in the FCU display. If you see a number, you are in selected mode and the FMGC is not managing that parameter
• The altitude display always shows a number. Look for the dot next to the altitude value — that indicates managed altitude
• Autothrust is armed with the A/THR button. It works differently from Boeing's autothrottle — the thrust levers stay in the detent and do not move during autothrust operation
• The APPR button arms both LOC and glideslope for ILS. The ILS frequency is usually auto-tuned when the approach is loaded in the MCDU. Verify on the RAD NAV page
• If managed modes refuse to engage, ensure your flight plan is complete in the MCDU with no discontinuities. Check the F-PLN page for gaps

For a comparison of Boeing versus Airbus philosophy, see our A320 vs 737 comparison guide.

Common Problems and Fixes

The aircraft banks violently when I engage the autopilot

Your heading bug is pointing somewhere else. The autopilot sees the heading bug and immediately starts turning toward it. Set the heading bug to your current heading before pressing AP. On the G1000, pressing the HDG knob (not the HDG mode button) syncs the bug to your current heading.

Also check: is your aircraft trimmed? An out-of-trim aircraft will roll or pitch when the autopilot engages and it suddenly has to fight the trim to hold attitude.

The autopilot keeps disconnecting

Three common causes:

1. Joystick noise. A noisy pitch, roll, or rudder axis sends small inputs that the autopilot interprets as you wanting to disconnect. Add a dead zone of 5-10% to all axes in the MSFS control settings
2. Excessive speed or bank. The autopilot will disconnect if the aircraft enters an unusual attitude it cannot recover from
3. Conflicting MSFS assists. AI copilot or autopilot assistance features fight the addon autopilot. Turn them off

NAV mode does nothing — the aircraft flies straight

Your flight plan is not where the autopilot is looking. On the PMDG 737, the route must be in the FMC (check LEGS page). On the G1000, verify the CDI source is set to GPS. On the Airbus, check the MCDU F-PLN page for a complete route.

Also check for route discontinuities — gaps in the flight plan that the autopilot cannot fly through. See our LNAV troubleshooting guide for the full list of causes.

VNAV won't descend

On the PMDG 737, this is almost always because the MCP altitude window is still set to your cruise altitude. VNAV will not descend below the MCP altitude. Set it to your next crossing restriction or target altitude. See our VNAV troubleshooting guide for all causes.

The ILS approach doesn't capture

Check these in order:

1. CDI source — must be NAV1, not GPS (GA aircraft)
2. ILS frequency — verify it is tuned correctly on NAV1
3. Approach mode — APP/APR/APPR must be pressed (armed)
4. Intercept angle — you must be flying toward the localizer, not parallel to it or away from it
5. Altitude — you must be at or near the glideslope intercept altitude before the glideslope will capture

See our ILS approach guide for the complete procedure.

The Airbus FCU push/pull does not seem to work

On the iniBuilds A320neo in MSFS 2024, the push/pull interaction requires clicking on the top or bottom half of the knob (or using a scroll wheel depending on your hardware). If clicking does not work, try right-clicking, as some interaction models differ. The iniBuilds A320neo V2 had known issues with managed/selected mode switching that have been addressed in subsequent updates — make sure your aircraft is up to date.

The Flight Mode Annunciator: Your Most Important Display

Regardless of which aircraft you fly, the Flight Mode Annunciator (FMA) at the top of the PFD tells you exactly what the autopilot is doing. Read it after every button press.

On the Boeing 737, the FMA has three main columns:

• Left: Autothrottle mode (N1, SPD, RETARD, etc.)
• Centre: Lateral roll mode (HDG SEL, LNAV, LOC, etc.)
• Right: Vertical pitch mode (V/S, ALT HLD, VNAV SPD, VNAV PTH, G/S, etc.)

Autopilot engagement status (CMD) appears separately. Armed modes show in white, active modes in green.

On the Airbus A320, the FMA has five columns:

• Column 1: Autothrust mode
• Column 2: Vertical guidance (CLB, DES, V/S, G/S, etc.)
• Column 3: Lateral guidance (HDG, NAV, LOC, etc.)
• Column 4: Approach capability
• Column 5: Autopilot and flight director engagement status

Note that Airbus reverses the vertical/lateral order compared to Boeing. Armed modes show in cyan, active modes in green.

On the G1000, the autopilot mode annunciators appear in a bar across the top of the PFD: lateral mode on the left, vertical mode on the right.

Green (or white on some displays) means the mode is active — the autopilot is currently using it. White (or armed colour) means the mode is armed — the autopilot will capture it when conditions are met (e.g., LOC armed, waiting for localizer intercept). If a mode you pressed is not showing on the FMA, it did not engage. Do not assume it is working — read the FMA.

What Autopilot Cannot Do

A few things the autopilot explicitly does not handle:

• Takeoff. You must hand-fly the takeoff and initial climb
• Taxi. Autopilot is for flight only
• Land (usually). Autoland exists on airliners for CAT II/III approaches, but it requires specific setup. For most approaches, you disconnect at decision altitude and hand-fly the landing. See our autoland guide if you want to learn that procedure
• Avoid terrain or traffic. The autopilot will fly you into a mountain if you set an altitude that intersects terrain. Situational awareness is your job
• Think for you. It follows commands. If the commands are wrong, the autopilot executes them perfectly and incorrectly

A note on hardware: Every mode in this guide is set on the autopilot panel — and clicking it with the mouse mid-flight gets old fast. The Honeycomb Bravo throttle quadrant has a built-in autopilot/MCP module with hardware knobs for heading, altitude and vertical speed plus the mode buttons (HDG, NAV, APR, ALT, VS, AP), so you can set and adjust modes by feel without leaving the controls. On the GA side, a yoke like the Honeycomb Alpha makes it easy to hand-fly the aircraft into trim and stable before you hand over to the autopilot — exactly the state the pre-engagement checklist above calls for. The best hardware for airliners guide covers it alongside yokes and rudder pedals.

Further Reading

• G1000 and G3000 Avionics Guide — full tutorial on the Garmin glass cockpit
• FMC Programming Guide — how to program routes in the Boeing FMC
• SIDs and STARs Explained — understanding departure and arrival procedures
• SimBrief to FMC Workflow — importing flight plans from SimBrief
• Reading Approach Plates — understanding the charts you need for approaches