Learn when to disconnect the autopilot before landing, how approach minima and autoland change the timing, and when to take over immediately.
Disconnect the autopilot before landing at the height required by the aircraft flight manual, operator procedures and approach approval—not at one universal altitude. For a manual landing, take over early enough to become stable and trimmed; for an approved autoland, keep it engaged unless the procedure or a malfunction requires disconnection.
What determines the autopilot disconnect altitude?
In Aviation & Real-World Flying, the controlling limits come from the aircraft flight manual, autopilot supplement and operator standard operating procedures. Look for the minimum autopilot use height, noting whether it uses radio altitude, height above the runway or another defined reference.
The approach decision altitude or minimum descent altitude is a separate limit. The approach chart alone does not tell you how low a particular autopilot may remain engaged.
| Approach or landing | Normal disconnect plan |
|---|---|
| Visual approach and manual landing | Disconnect at a planned point that leaves enough time to establish the visual picture, trim and stabilise the aircraft. |
| Coupled instrument approach, manual landing | Disconnect before descending below the aircraft's minimum autopilot use height. This may be before or after acquiring the required visual references. |
| RNAV or non-precision approach | Follow the limitations for the autopilot, navigator and approach type; a displayed vertical path does not necessarily provide automatic flare capability. |
| Approved autoland | Keep the required autopilot channels engaged through flare, touchdown and any approved rollout phase, then disconnect where the procedure specifies. |
Disconnect earlier when you need time to regain the feel of the aircraft, expect a demanding crosswind landing or want hand-flying practice. Keep it coupled longer when visibility or workload makes automation helpful, provided the system remains within its limitations. A mistake we see constantly is choosing a late disconnect simply because the autopilot appears to be tracking well, then discovering there is no time to correct trim, thrust or alignment.
For airliner simulator practice without type-specific guidance, about 1,000 ft above the runway is a sensible starting point for a planned manual landing. Moving closer to 500 ft can be practised once the transition is consistently controlled, but neither figure is a real-world approval or a substitute for the modelled aircraft's limitations. General-aviation installations can have very different restrictions; our worked KAP 140 disconnect and retrimming guidance illustrates the checks needed with a typical light-aircraft autopilot.
Is decision altitude the autopilot disconnect point?
No. Decision altitude is where the pilot decides whether the required visual references permit the approach to continue; it is not automatically the autopilot disconnect altitude.
If the autopilot's minimum use height is above decision altitude, it must be disconnected earlier and the remainder flown manually. If it is approved below decision altitude, it may remain coupled to the decision point. With the required references and a stable aircraft, continue and disconnect as briefed; without them, execute the missed approach rather than disconnecting and searching for the runway below minima.
How should I disconnect the autopilot smoothly?
A smooth transfer starts before the disconnect button is pressed. The pilot should already know which automation will remain active and what pitch, power and trim state to expect.
- Brief the handover point. Confirm the autopilot limitation, landing method, minima, missed-approach plan and whether the flight director or autothrust will remain active.
- Prepare the controls. Place hands and feet ready for control without applying force against the servos. Fighting the autopilot can create an abrupt pitch or roll change when it releases.
- Use the normal disconnect control. Follow the aircraft's prescribed method rather than forcing the controls or using an electrical cut-out during a routine handover.
- Verify disengagement. Check the autopilot annunciation, acknowledge the expected aural or visual alert and confirm that the servos are no longer commanding the aircraft. Our explanation of normal and abnormal autopilot disconnect warnings covers the distinction.
- Hold attitude, power and flight path. Trim out sustained control pressure, check speed and confirm what the flight director and autothrust are doing. Autopilot disconnection does not necessarily switch either of those systems off.
When should the autopilot stay on for autoland?
For an approved autoland, the autopilot normally remains engaged because it is controlling the flare, touchdown and possibly runway rollout. Disconnecting at decision altitude would turn the procedure into a manual landing and may invalidate the low-visibility approval being used.
An ILS capture or an illuminated approach mode does not by itself mean the aircraft can autoland. The aircraft installation, engaged channels, system status, runway facilities, weather limits and crew procedure must all qualify. We explain how a coupled ILS differs from a true autoland, including aircraft that track the localiser and glideslope but cannot flare automatically.
When should I disconnect immediately or go around?
Disconnect immediately when the autopilot makes an unsafe or unexpected control input, tracks the wrong mode, develops abnormal oscillation, produces sustained control force or trim warnings, or when the aircraft procedure explicitly calls for manual control.
Taking over is not a cure for an unstable approach. If speed, flight path, configuration or runway alignment cannot be restored within the applicable stabilised-approach criteria, go around. The same applies when mode confusion occurs too low for a calm manual recovery, required visual references disappear, or an autoland fault removes the approval needed to continue.