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Don’t Just Press Buttons: Modern Autopilot Habits That Matter

September 11, 2026/by Ryan Koch

Modern autopilots can dramatically reduce workload—but only if you understand what they’re doing. Here are six habits that will help you get more from your autopilot while staying ahead of the airplane.

Keeping up: Managing Busy Airspace

September 9, 2026/by Elaine Kauh

Busy airspace doesn’t have to be intimidating. Elaine Kaugh shares practical strategies for managing routing, workload, communications, and preparation when flying IFR into busy airports.

Don’t Just Press Buttons: Modern Autopilot Habits That Matter

September 11, 2026/by Ryan Koch

Keeping up: Managing Busy Airspace

September 9, 2026/by Elaine Kauh

Busy airspace doesn’t have to be intimidating. Elaine Kaugh shares practical strategies for managing routing, workload, communications, and preparation when flying IFR into busy airports.

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Don’t Just Press Buttons: Modern Autopilot Habits That Matter

September 11, 2026/by Ryan Koch

During my first checkouts in airplanes with autopilots, the autopilot was usually treated as a footnote at the end of the flight; a sort of “bonus” item to play around with in cruise and figure out how it works. That’s a terrible strategy for a modern autopilot.

Today’s systems can dramatically lighten your workload. They manage lateral and vertical guidance in almost any phase of flight, fly approaches and missed approaches, and can even prevent (and recover from) a flight upset. They can also become an unpredictable distraction at exactly the wrong moment.

You can’t gain the benefits and avoid the pitfalls by simply knowing what button to press. You must understand how the autopilot thinks, verify it’s doing what you want, anticipate what it will do next, and, most importantly, recognize when it’s not doing what you want and correct it.

Here are six habits you can adopt to reap the full benefits of a modern autopilot.

Use the Autopilot as a Crewmember

The engaged autopilot can be thought of as the Pilot Flying, and you are the Pilot Monitoring.

Crew operations designate a Pilot Flying (PF), whose main job is simply controlling the airplane, and a Pilot Monitoring (PM), who handles everything else—navigation, communication, checklists, ATC, and so on. In your case, the engaged autopilot can be thought of as the Pilot Flying, and you are the Pilot Monitoring.

There’s one important catch: Your PF (the autopilot) is like a trainee who flies really well but doesn’t think for itself. It will never question a bad command. Instead, it will follow the bad instructions with impressive precision.

Avoid this by always following up your button push with a check of the status strip, sometimes called “the scoreboard.” On a Garmin PFD, this is the display at the top center of the PFD showing engaged modes in green and armed modes in white. Other systems have different conventions, but the key habit is universal: Command a mode, then verify it.

When you have strong mode awareness, you don’t need to micromanage your autopilot’s every control movement. In fact, doing that can cancel much of the workload benefit. But you must always know what’s active, what’s armed, and what will happen next.

Don’t just monitor the autopilot—anticipate it.

The most effective way to use automation is to know what it should do next before it does it.

Select the Right Modes for Climbs Versus Descents

For most climbs, indicated airspeed (IAS) mode or flight level change (FLC) is the best choice.

For most climbs, indicated airspeed (IAS) mode or flight level change (FLC) is the best choice. That’s because as the airplane climbs and horsepower decreases, the autopilot protects airspeed. If necessary, it will sacrifice climb rate in order to always maintain the safe flying speed you command. Vertical speed (VS) mode, by contrast, will continue to pitch up to try to maintain climb rate even as airspeed deteriorates. If you ask for 700 feet per minute and you’re only doing 500 fpm, the airplane will pitch up—even if it has insufficient power to ever reach 700 fpm. Depending on your system, the result could be a stall, underspeed protection kicking in, or an automatic autopilot disconnect. Not good.

That doesn’t mean VS mode is forbidden in climbs. For a short climb of 500 or 1000 feet, it may be the simplest tool.

For descents, VS mode works best, so long as you are fine controlling your airspeed with power adjustments. That caveat hints at a few situations where IAS could be better in descent. In turbulence, IAS mode can target an appropriate turbulence speed and keep you comfortably below maneuvering speed. And if you have gear or flaps extended and want to be sure you don’t accidentally overspeed them in a descent, IAS mode can do that.

Some autopilots don’t offer both IAS and VS modes. The larger principle is understanding what each mode you do have protects for and what you’re responsible for managing, and planning accordingly.

Follow an Order of Operations

For climbs and descents, the standard order is to first tell the autopilot where to go and then how to get there.

For climbs and descents, the standard order is to first tell the autopilot where to go and then how to get there. To climb from 4000 to 8000 feet, first set 8000 in the altitude preselect (where to go), then engage IAS mode and set the appropriate climb speed (how to get there). Of course, you still must manually set climb power and configuration. The same applies to descent. Set the target altitude first, and then command the descent (and adjust power and configuration as necessary).

This order guarantees that every climb or descent has an endpoint. If you set a climb or descent before selecting an altitude, you’ve temporarily created a situation where the plane will climb or descend indefinitely. Any distraction before you finish the task by setting the altitude could leave the target at “indefinitely.” In a descent, “indefinitely” means “into the ground.”

The principle extends to lateral modes too. If ATC clears you direct to a waypoint, first activate direct-to on the navigator, and then engage NAV mode. Tell it where to go, then how to get there.

Know Your NAV Modes

NAV modes often won’t capture unless you’re already close to the course.

Most modern, integrated autopilots make lateral navigation simple. On a Garmin GFC, the single NAV button can intelligently follow GPS, a VOR radial, a localizer, or even a back course. When you press the NAV button, the autopilot’s brain knows the appropriate tracking logic from context, and annunciates what it’s actually following.

Older systems aren’t always that smart and may have different modes for different sources, and may simply chase needle deflection without any awareness of what the GPS is doing. On these older systems, GPS Roll Steering (GPSS) can bridge the gap between old and new tech by sending GPS guidance in the form of heading commands that are followed in HDG mode. The details vary, so know what your installation actually does.

Remember, NAV modes often won’t capture unless you’re already close to the course. Garmin autopilots will capture NAV courses when the CDI is within half-scale deflection. Otherwise, they’ll simply arm the mode. That leaves you responsible for getting close enough to the course that it will capture.

Press APR Only When Appropriate

APR also arms approach vertical guidance.

On modern Garmin autopilots, the APR button is straightforward. Laterally, it does the same thing that NAV does, arming or capturing whatever navigation source is chosen. The difference is APR also arms approach vertical guidance. That’s for both approved vertical guidance, like an LPV glidepath or ILS glideslope, and advisory “+V” vertical guidance on other RNAV approaches.

That makes for a simple habit: Press APR when you’re cleared for the approach. That way, when the approach guidance eventually appears and centers, the autopilot will capture it. On the other hand, if ATC tells you only to “join the localizer,” you haven’t necessarily been cleared to descend on the approach, so you don’t want to follow vertical guidance. In that case, use NAV to capture the localizer, but don’t press APR until you’re actually cleared for the approach.

It’s also important to understand what APR does not do. It doesn’t load or activate the approach or do anything with the GPS. And it doesn’t follow non-approach VNAV guidance—that’s a whole other topic.

Older autopilots may use APR differently, so understand the logic in your airplane rather than assuming old patterns will transfer.

The other thing APR does not do on most autopilots is capture a preselected altitude. It’s up to you to discontinue the descent at DA, or go visual and continue for landing.

Know How and When to Turn it Off

Every autopilot user should know every way to disconnect it, not just the AP button on the yoke or controller. On typical installations this usually includes moving the electric trim and pulling the autopilot circuit breaker.

The disconnect switch often also interrupts the electric trim when pressed and held, which is crucially important in a trim runaway. The aircraft-specific AFM Supplement for your installation contains abnormal and emergency procedures like this that you should add to your checklist. It also contains regulatory limitations that are just as binding as those in your POH. For example, a Garmin GFC autopilot typically must be disengaged until 800 AGL in most situations. The exception is that they can be used until 200 AGL on approaches. GFC installations usually have airspeed limits, a fuel imbalance limit, and a requirement to operate from the left seat.

Autopilot procedures, avionics interactions, and specific buttons change from airplane to airplane—but the habits don’t. An autopilot isn’t merely a “bonus item.” It’s a tool that demands the right mindset from the pilot. Learn your system and establish a mindset to match. The right autopilot habits will lower your workload and allow you to pay more attention to the things that really matter.

Editor’s Note: This article is adapted from material in PilotWorkshops’ new Garmin GFC Autopilots: Next Level online course, taught by Ryan Koch. The 140-minute course takes these concepts further with progressively complex flights covering everything from autopilot fundamentals to departures, approaches, VNAV, missed approaches, holds, and non-RNAV procedures.

Learn more about the course and try the free demo at Sportys.com.

Keeping up: Managing Busy Airspace

September 9, 2026/by Elaine Kauh

Flying on instruments into big cities is a great way to use the rating – you’re always on a published IFR procedure, guided by ATC. You can land right in the metro area, close to transportation and destination options. Pilots based under a Class B shelf or at a high-traffic Class C airport are probably familiar with these perks and are used to busy airspace. For those who fly in quieter environments, though, “big and busy” can seem overwhelming. But it’s well within any IFR pilot’s capabilities if treated like challenging weather or a new aircraft – using training, preparation, and personal minimums to expand the envelope safely.

Routing and Orientation

Let’s begin by pointing out that flying IFR into Bravo airspace isn’t as scary as you might think once you see the process. Start with routing, and know that STARs (Standard Terminal Arrivals) and SIDs (Standard Instrument Departures) are your friends. If you learned that small aircraft can file “No STARs/SIDs” and get away with it, that’s only partly true and depends on the airspace. This remark on the flight plan can be disregarded and often is – more on that later. Or it can cost you a lot of avgas because ATC will vector you around other aircraft flying those procedures.

With that in mind, let’s go to St. Louis Regional (KALN), just under the Class B shelf for Lambert International (KSTL). Check the weather and where the airline traffic is flowing to get an idea of where Approach is directing traffic to satellite airports. Also look at recently cleared routes to help file a feasible flight plan. Include an early fix from a STAR if it fits your arrival direction. Even if a procedure has speeds and altitudes for turbines or is labeled so, waypoints on these routes can be assigned to pistons at lower altitudes. For St. Louis Regional, there are two STARs. Coming from the north, you might use all or some of FARMR THREE. This is shared among other nearby airports, so be sure to find “St. Louis Regional” for designated runways using the STAR. If you expect the RNAV 11, notice that the STAR instructions include FASHE, an initial fix to the approach.

Route amendments are common, so review the charts and practice loading, activating and amending these on your avionics. That might include VNAV features on your GPS and autopilot, which are handy for crossing-altitude assignments. If you have GPSes 1 and 2 and can do quick changes, consider turning off the cross-fill to load a separate flight plan on the No. 2 with another possible route. This can help you find and spell a fix quickly to amend the active route, or even replace a flight plan. In fact, ATC often issues shortcuts on STARs when traffic allows and will clear you direct to an upcoming fix.

Managing Workload

It’s also common for ATC to break you off an arrival to vector you into an approach, so maintain situational awareness as you near a portion of the IAP. ATIS and preceding aircraft will give you early cues of what’s ahead. You might get instructions on airspeed, such as “maintain best forward speed” for spacing. In that case, the maximum IAS is up to you and ATC will monitor the situation. If told to “maintain 120 knots,” copy and comply. If you’re uncomfortable with any instruction, say “unable” and offer a compromise. If you can’t manage 120 knots, maybe 110 is workable. And even though they’re busy, controllers will address “say again” and requests to clarify routes or clearances. They do it for all types of aircraft. Sure, it’s best to minimize the transmissions and keep up with the flow, so this is where solid communications skills go a long way to help you fit into a fast-paced environment.

If you’re uncomfortable with any instruction, say “unable” and offer a compromise.

Along with ensuring you’re “up to speed” for this flight, your best line of defense is to manage workload. Take action the moment you feel you’re getting behind. If you’re not ready for that approach intercept, slowing down by 5–10 knots (or whatever you can) gives you that precious few seconds to check your setup. If you’re feeling rushed, you’re likely to start talking faster and pushing buttons quickly, making errors more likely. ATC has ways to help you buy time if you let them know. You can request speed changes, delay vectors, or even a hold at a fix that’s out of the way of the traffic flow. These tools are also available if there’s an issue you want to troubleshoot. This is why I like to step up my IFR fuel reserves when planning flights into busy airspace. Another reason to have as much fuel as practical is in case of delays that affect many aircraft at once, like thunderstorms or a sudden runway closure.

Take action the moment you feel you’re getting behind.

These strategies apply on the outbounds, too, starting on the ground. Like arrivals, SIDs (Standard Instrument Departures) can be part of a cleared route that uses all or part of the procedure. At St. Louis Regional, you’ll likely start with a departure heading and altitude followed by vectors towards a fix on the chart, as in the LINDBERGH NINE. This SID has three published transitions from the STL navaid for aircraft going southbound. All are straightforward, and you might get something even easier, like runway heading to 3000, then “cleared direct MYERZ” followed by a clearance to a fix on your route.

Training and Preparation

Some additional advice before flying in busy airspace:

Assess your skills and get training to improve on navigation, communication, and IFR procedures. Adjust personal limitations accordingly, and be realistic. If you’re not fluent with ATC in non-congested situations, it only gets tougher in Bravo airspace. You might have a stressful experience or get behind the airplane, which is worse than getting behind ATC (back to aviate, navigate, communicate). Consider a VFR day to file IFR to a busy airport for the first time.
Learn about the additional layers at the biggest airports. For example, the main St. Louis hub, Lambert International, has “D-ATIS” (Digital ATIS) broadcast in a robotic voice. There are multiple Ground and Tower frequencies based on your geographic location on the ground or direction of departure. Included is a Metering frequency to call before Ground; that controller coordinates aircraft about to taxi. To sample the real deal, you can listen to various frequencies online at LiveATC.net. Along that theme, study complex airport layouts to get an idea of what to expect. If you know a pilot who has been to the airport in question, you can gain a lot of valuable tips.
Fix mistakes in stride and stay calm. Did you ever read back the wrong frequency? This happens all the time, even to airline pilots, and nobody gets upset. Be concise in your correction and move on. Need a phonetic spelling for a fix? Don’t be shy about asking – the pros aren’t, because they know that any doubts can be dangerous.

It’s all about good situational awareness and cockpit management in a busy environment. These flights are a great opportunity to build knowledge and skills, which will help ensure you can fully enjoy the conveniences of going into big-city airports.

Half Sized Blog Element (Single Author Style)

Half Sized Blog Element (Multi Author Style)

Don’t Just Press Buttons: Modern Autopilot Habits That Matter

Keeping up: Managing Busy Airspace

Don’t Just Press Buttons: Modern Autopilot Habits That Matter

Keeping up: Managing Busy Airspace

Full Sized Blog Element (Big Preview Pic)

Don’t Just Press Buttons: Modern Autopilot Habits That Matter

Use the Autopilot as a Crewmember

Select the Right Modes for Climbs Versus Descents

Follow an Order of Operations

Know Your NAV Modes

Press APR Only When Appropriate

Know How and When to Turn it Off

Keeping up: Managing Busy Airspace

Routing and Orientation

Managing Workload

Training and Preparation

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