How do I autoland a Boeing 737 in a simulator?

To autoland a Boeing 737 in a simulator, tune both ILS receivers, set both runway courses, configure a stabilised approach, arm APP, capture the localiser and glideslope, then engage both autopilot channels. Confirm FLARE and ROLLOUT arm on the flight-mode annunciator; the crew still controls reverse thrust and runway exit.

For Aviation & Real-World Flying simulation, the exact switches and annunciation timing depend on the 737 generation and add-on. A well-modelled Classic, NG or MAX should follow the broad sequence below, but some simplified aircraft can fly a coupled ILS without modelling a complete automatic flare and rollout.

What does a Boeing 737 autoland require?

A genuine 737 autoland requires a valid ILS, dual-channel autopilot operation and an aircraft model that simulates flare and rollout modes. Pressing APP with one autopilot engaged normally produces a coupled ILS approach, not necessarily an automatic landing.

• A runway with a usable localiser and glideslope. Obtain the frequency, inbound course and minima from appropriate chart data; our guide to finding ILS frequencies and approach information explains what to verify.
• Both ILS receivers tuned to the same runway frequency and both MCP course selectors set to the published front course.
• Both flight directors on, autothrottle available and the aircraft's normal systems correctly configured.
• A stabilised landing configuration with the correct landing weight, VREF adjustment, flaps, gear, speedbrake and autobrake settings.
• Two functioning autopilot channels. The FMA, not the illuminated APP button, is the authoritative indication of what the aircraft will do.

An FMC-selected approach may populate the route and display approach data, but it does not guarantee that both navigation radios and course selectors are correctly set. Check them independently.

Boeing 737 autoland procedure

Use this sequence after confirming that your simulated 737 supports dual-channel autoland.

1. Select and verify the ILS. Confirm the runway, frequency, front course and missed-approach procedure. Make sure the simulator scenery has not assigned a different frequency from the chart or FMC database.
2. Tune both navigation receivers. Enter the same ILS frequency on both sides and set both MCP course selectors to the published inbound course. Identify the ILS where the aircraft model provides identification.
3. Prepare the landing. Enter or calculate the landing reference speed, add the appropriate wind correction, choose the planned landing flap, arm the speedbrake and set autobrake. Complete this before the final approach becomes busy; our 737 descent and approach setup guidance covers the preceding configuration in detail.
4. Intercept from a sensible position. Approach the localiser from the correct side, usually at no more than about a 30-degree intercept, and remain below the glideslope. Capturing from above can lead to an unstable dive or no glideslope capture at all.
5. Arm APP and monitor capture. With one autopilot channel engaged, select APP when cleared and established for the intercept. Confirm green VOR/LOC and G/S modes on the FMA rather than relying on moving deviation pointers. If capture is the problem, use our 737 ILS tuning and capture procedure.
6. Engage the second autopilot. Once APP is armed and the ILS has captured, press the other CMD channel. Both CMD channels should remain engaged. Some add-ons permit the second channel slightly earlier, but it must be engaged before the model's autoland validation point.
7. Confirm autoland status. As the aircraft descends, look for FLARE and then ROLLOUT armed on the FMA. Detailed models may also show LAND 3, LAND 2 or NO AUTOLAND.
8. Monitor the flare and touchdown. Keep the autothrottle engaged and avoid moving the controls merely to test the system. The autopilot should initiate the flare, reduce thrust through the autothrottle logic and track the runway after touchdown.
9. Operate the reversers manually. Autoland does not deploy reverse thrust for the crew. Verify speedbrake deployment and autobrake operation, select reverse thrust, then reduce reverse as the aircraft slows.
10. Take control for the runway exit. Let rollout mode hold the centreline while it remains effective. Disengage the autopilot before steering off the centreline and complete the normal after-landing actions.

How is autoland different from a coupled ILS?

A coupled ILS controls the approach path, while autoland adds automatic flare, touchdown and centreline rollout.

This distinction explains why an aircraft can follow the ILS perfectly and then fail to flare. Our explanation of when an autopilot can actually land an aircraft covers the wider certification and system differences.

Which annunciations prove that autoland is armed?

The FMA should show active localiser and glideslope tracking, dual autopilot engagement, and armed FLARE and ROLLOUT modes before landing.

• VOR/LOC green means the localiser is captured.
• G/S green means the glideslope is captured.
• Both CMD channels indicate dual-channel operation.
• FLARE armed confirms that the automatic flare logic is available.
• ROLLOUT armed confirms that automatic runway tracking is available after touchdown.
• LAND 3 generally indicates full autoland redundancy. LAND 2 indicates reduced redundancy and may impose higher minima, depending on the model and procedure. NO AUTOLAND means the automatic landing must not be attempted.

Not every desktop 737 reproduces all status messages or displays them at identical radio altitudes. Follow the aircraft add-on's documentation, but never assume autoland is armed solely because two CMD lights are illuminated.

Why won't the 737 autoland?

Most failed 737 autolands result from incorrect ILS setup, single-channel operation or an add-on that does not simulate flare and rollout.

• The second CMD channel will not engage: verify APP mode, both flight directors, matching ILS frequencies and courses, valid localiser and glideslope signals, and normal aircraft systems.
• The glideslope will not capture: the aircraft may be above it, tuned to the wrong runway, approaching the back course or using mismatched scenery and navigation data.
• FLARE never arms: the approach may still be single-channel, the second autopilot was engaged too late, a radio-altimeter or ILS input is invalid, or the aircraft model lacks full autoland logic.
• The aircraft lands beside the centreline: check for the wrong runway course, a displaced scenery ILS, excessive wind or a poor-quality localiser implementation.
• The autopilot disconnects near touchdown: control input, noisy hardware axes, an aircraft-system fault or operation outside the model's autoland limits may be responsible. Do not fight the controls during an automatic flare.
• The aircraft floats or lands hard: excessive speed, unstable thrust, incorrect landing configuration or unrealistic weather can overwhelm even correctly armed logic.

When should I abandon the autoland?

Go around whenever the approach is unstable, the expected autoland modes are absent, an autoland warning appears or the aircraft cannot meet the applicable minima.

For simulator practice, use a firm stabilisation gate—commonly 1,000 feet above the runway in poor visibility—and decide there rather than waiting for the flare. If required modes disappear below that point, press TO/GA, verify go-around thrust, follow the flight directors and fly the published missed approach. Autoland is a monitored procedure, not permission to leave the aircraft unattended.