How do I perform an A320 CAT III autoland in MSFS 2024?

To perform an Airbus A320 CAT III autoland in Microsoft Flight Simulator 2024, fly a valid ILS, arm APPR, engage both autopilots and fully configure the aircraft. Continue only if the FMA shows CAT 3 DUAL and then LAND, FLARE and ROLLOUT; retard the thrust levers and apply reverse thrust manually.

MSFS 2024 simulates the procedure but is not a certified training device. For a faithful CAT III exercise, use a published CAT II or CAT III ILS and the correct minima. Low visibility alone does not turn an ordinary or offset localiser into a CAT III facility.

A320 models and CAT III support

Only an A320 model with dual-autopilot LAND, FLARE and ROLLOUT logic can complete a full CAT III autoland. Systems depth varies between the A320 renditions available in MSFS 2024, so an aircraft may fly a coupled ILS without supporting automatic flare or runway tracking.

The decisive evidence is on the flight mode annunciator, not the aircraft name or the illuminated FCU buttons. If the model never displays the required landing modes after a correct set-up, check its documentation rather than assuming every A320 behaves identically.

How do I set up the A320 CAT III autoland?

Set up the aircraft as a normal managed ILS approach, then add the second autopilot and verify every FMA transition.

1. Load a suitable ILS approach. Select the destination runway, ILS procedure and appropriate transition in the MCDU. Resolve genuine flight-plan discontinuities, but do not blindly remove a vectors discontinuity when the approach expects radar vectors.

   The FMGS normally tunes the ILS from its navigation database. Verify the frequency, identifier and front course, and press LS to display the localiser and glideslope scales. The LS button only shows the guidance; it does not arm the approach. Our A320 ILS set-up and capture walkthrough covers this foundation in more detail.

2. Complete the PERF APPR page. Enter the approach QNH, temperature, wind, transition altitude and published minima. Use a radio decision height or NO DH only when the selected procedure and the aircraft model permit it. Confirm the intended landing configuration and calculated VAPP, then activate the approach phase at the appropriate point if it has not activated automatically.

3. Intercept from below the glideslope. Use one autopilot for the intercept, keep autothrust active and place the thrust levers in the CL detent. Approach the localiser on a sensible intercept heading, arm APPR and confirm LOC* followed by LOC, then G/S* followed by G/S.

   Do not chase a glideslope captured from above or continue with an unstable intercept. Reposition and capture it properly. If managed and selected FCU modes are unfamiliar, our guide to A320 autopilot and FCU behaviour explains what the push and pull selections do.

4. Engage the second autopilot. Once APPR is armed and the approach is capturing correctly, press the other autopilot pushbutton. The FMA should show AP1+2. Either autopilot can be the first one; the essential point is that both channels remain engaged.

   If pressing the second button merely swaps AP1 for AP2, APPR may not be armed correctly or that aircraft model may not support dual-channel operation.

5. Configure for landing. Follow the flap schedule, lower the landing gear, use managed approach speed and select CONF FULL or CONF 3 to match the MCDU entry. Arm the ground spoilers, select an autobrake level suitable for the runway and confirm the landing memo has no blue items. For configuration and speed planning, use our A320 landing configuration guidance.

6. Check the FMA before the minima. The aircraft must be stabilised on the localiser and glideslope with AP1+2, autothrust and the expected landing capability displayed. For the full dual-channel procedure, look for CAT 3 DUAL. Do not infer the mode from the APPR light; the FMA is the authoritative indication.

7. Let the aircraft flare. Continue at the applicable decision point only when the required status remains displayed and there is no red AUTOLAND warning. Keep the sidestick neutral and do not disconnect the autopilots or add a manual flare. When the automated RETARD callout sounds, move both thrust levers to idle.

8. Manage the rollout. After touchdown, deploy reverse thrust manually. Armed ground spoilers and the selected autobrake handle their respective functions, while ROLLOUT guidance tracks the runway centreline. Disconnect the autopilots as the aircraft slows and take manual directional control before leaving the runway.

What should the A320 FMA show during autoland?

A valid autoland is confirmed by a sequence of FMA modes rather than by one CAT III message.

CAT 3 SINGLE is a fail-passive CAT III capability rather than a meaningless message, but it is not equivalent to CAT 3 DUAL or its lowest-minima capability. Follow the minima applicable to the selected procedure; for a dual-channel autoland exercise, correct the fault or go around if DUAL is required but unavailable.

Why does CAT 3 DUAL not appear?

CAT 3 DUAL usually fails to appear because the second autopilot, ILS capture or aircraft implementation does not meet the required conditions.

• Only one autopilot is engaged: arm APPR first, then engage the remaining autopilot and verify AP1+2 on the FMA.
• The aircraft has not captured both beams: LOC* or G/S* means capture is still in progress. Re-intercept if the aircraft is high, badly angled or unstable.
• The wrong ILS is tuned: check the runway, frequency, identifier and course. A scenery or navigation-data mismatch can produce an offset or unusable signal even when the frequency looks plausible.
• The model has not yet declared its final capability: some implementations do not display the landing category immediately after APPR is armed. Wait until established, but do not continue below the applicable gate without the required indication.
• Controller noise is interrupting automation: a drifting sidestick, rudder, throttle or speedbrake axis can disconnect an autopilot or move the thrust levers out of CL. Increase dead zones where necessary and disable assistance features that manipulate the controls.
• The aircraft lacks complete autoland logic: successful LOC and G/S tracking does not prove that FLARE and ROLLOUT are modelled.
• Conditions exceed the model's limits: strong crosswinds, gusts or an offset localiser can make autoland unsuitable. Autoland limits are model-specific and may be lower than the ordinary landing limits.

If the autopilot or autothrust repeatedly drops out before the approach, work through our A320 automation fault checks before attempting another low-visibility landing.

What does autoland not do after touchdown?

A320 autoland controls the flare and provides rollout steering, but it does not command reverse thrust or taxi the aircraft.

• Thrust levers: move them to idle at the RETARD callout.
• Reverse thrust: deploy and stow it manually.
• Ground spoilers: these deploy automatically only when armed and the normal touchdown conditions are met.
• Autobrake: it decelerates the aircraft when selected, but the pilot remains responsible for monitoring and manual braking.
• Runway exit: disconnect the autopilots, take over the rudder or tiller controls and taxi manually.