Fly a Boeing 737 ILS approach correctly: tune radios, set courses, capture LOC and G/S, configure for landing and fix capture failures.
To fly an ILS approach in a Boeing 737 simulator, select and verify the runway’s ILS, tune both NAV radios, set both course selectors, intercept the localiser from below the glideslope, arm VOR/LOC and APP, configure for landing, then monitor localiser and glideslope capture until the minima or autopilot disconnect.
This general Boeing 737 procedure applies across Microsoft Flight Simulator, X-Plane, FSX and Prepar3D, although cockpit labels and system depth vary between aircraft. The flight mode annunciator, or FMA, is the final authority: an illuminated MCP button shows what you selected, while the FMA shows what the aircraft is actually doing. If the signal indications are unfamiliar, our guide to localiser, glideslope and CDI behaviour explains the underlying ILS principles.
Boeing 737 ILS approach procedure
The reliable sequence is to prepare the approach before descent, intercept at a shallow angle from below the glideslope, and confirm every mode change on the FMA.
- Read the approach data. Record the runway, ILS frequency and identifier, inbound front course, glideslope intercept altitude, decision altitude or height, and missed-approach instructions. Make sure the procedure belongs to the runway actually represented by the simulator’s scenery and navigation database.
- Load and check the procedure. Select the arrival, ILS runway and appropriate transition in the FMC, then inspect the LEGS page for route discontinuities, unexpected turns and altitude restrictions. Loading an ILS in the FMC does not guarantee that the radios are tuned or that APP mode will capture it. Our 737 FMC programming sequence covers the full CDU setup.
- Plan the descent and speed reduction. Reach the initial approach fix or radar vector at the published altitude and a manageable speed. Avoid arriving high and fast; the aircraft must normally intercept the glideslope from below. For the earlier phase, follow our 737 descent and approach preparation procedure.
- Tune and identify the ILS. Enter the published ILS frequency in both NAV receivers and transfer it to the active side. Verify the displayed identifier rather than trusting the frequency alone. If the simulated 737 pre-populates the frequency, check it against the approach data anyway.
- Set both course selectors and the minima. Put the published inbound front course on both MCP course windows, especially when attempting dual-channel autoland. Set BARO or RADIO minima according to the chart and the capability of the aircraft model.
- Set landing speed. Obtain VREF for the planned landing flap from the FMC APPROACH REF page or the aircraft’s performance system, then apply the appropriate wind additive. VREF plus 5 knots is a common calm-wind baseline, but add-on procedures and operating techniques differ.
- Intercept the localiser. Use HDG SEL or the published procedure to join at roughly 20–30 degrees, level at the cleared or published intercept altitude. Watch the localiser indication begin moving towards the centre; do not wait until it races through the middle before arming the approach.
- Arm the approach modes. A controlled technique is to arm VOR/LOC first, confirm localiser capture, then press APP for glideslope capture. APP may be selected directly when the aircraft is level below the glideslope on a sensible intercept. Confirm armed and captured modes on the FMA.
- Configure on the glideslope. As the glideslope comes alive, extend flaps on schedule, lower the landing gear, select landing flap, arm the speedbrake, choose the required autobrake setting and complete the landing checklist. After G/S capture, set the published missed-approach altitude in the MCP according to the aircraft’s procedure.
- Continue or go around at the minima. For a manual landing, disconnect the autopilot at an appropriate height and keep the localiser and glideslope centred with small corrections. At decision altitude, continue only with the required runway references visible; otherwise press TO/GA, verify go-around thrust and pitch, retract the gear after a positive rate, and fly the missed approach.
A useful simulator target is to be fully configured, on speed and tracking both beams by 1,000 feet above touchdown in instrument conditions, or 500 feet in visual conditions. If the aircraft is still chasing the localiser, descending rapidly or changing configuration below that point, a go-around is the better decision.
What should the 737 flight mode annunciator show?
The FMA should change from armed localiser and glideslope modes to active VOR/LOC and G/S modes as each beam is captured.
- Before capture: HDG SEL, LNAV or another lateral mode remains active while VOR/LOC is armed; an altitude mode remains active while G/S is armed.
- After localiser capture: VOR/LOC becomes the active lateral mode and the aircraft turns to track the inbound course.
- After glideslope capture: G/S becomes the active vertical mode and the aircraft begins descending. The MCP altitude window does not control the descent while G/S remains active.
- During autoland: a capable model should announce its landing capability and later arm or activate FLARE and ROLLOUT. Exact wording varies between 737 variants and add-ons.
Colours and presentation differ, but the distinction between armed and active modes remains essential. A mistake we see constantly is watching the APP button rather than confirming VOR/LOC and G/S on the FMA.
Should I select VOR/LOC or APP first?
Select VOR/LOC first when you want to capture the localiser independently; select APP directly only when you are established below the glideslope and ready to capture both beams.
Using VOR/LOC first is particularly helpful during radar vectors, sharp intercepts or high-workload approaches because it prevents an unexpected vertical capture. Once the localiser is captured and the glideslope is approaching from above, press APP. Never dive after a glideslope that is already below the aircraft—level off, regain a valid intercept from below or request another approach.
Can a Boeing 737 simulator perform an autoland?
A detailed Boeing 737 can autoland only when its systems, the selected ILS and the simulator’s aircraft model support dual-channel operation.
| Method | Autopilot setup | What happens near the runway |
|---|---|---|
| Manual ILS | Autopilot off; flight directors may remain on | The pilot follows the localiser and glideslope, then flares manually |
| Single-channel approach | One CMD channel engaged | The autopilot tracks the ILS but normally does not provide a complete automatic flare and rollout |
| Dual-channel autoland | Both compatible CMD channels engaged with both receivers and courses set | A supported model arms FLARE and ROLLOUT and controls touchdown and centreline tracking |
Do not assume that pressing the second CMD button guarantees autoland. Confirm the expected landing-capability annunciation, both radio channels, radio altimeter operation and the add-on’s documented limitations. Monitor the approach with your hands near the controls and go around if the modes or flight path become unreliable.
Why won’t the 737 capture the localiser or glideslope?
Capture failures usually come from incorrect ILS data, an unsuitable intercept, approaching the glideslope from above, or APP mode being selected without the required radio signal.
| Symptom | Likely cause | Fix |
|---|---|---|
| No ILS identifier or deviation indications | Wrong frequency, frequency left in standby, wrong runway or unavailable ILS | Transfer the frequency to active, verify the identifier and check the selected runway |
| Localiser moves but does not capture | VOR/LOC or APP not armed, intercept too steep, or aircraft too close to the transmitter | Confirm the FMA and use a 20–30-degree intercept farther from the runway |
| G/S stays armed | Aircraft is above the beam, localiser is not captured, or APP was armed too late | Level at the published intercept altitude and capture from below |
| Aircraft turns away from the runway | Wrong runway, reciprocal course, back-course signal or incorrect intercept geometry | Verify the published front course, runway identifier and heading |
| No FLARE or ROLLOUT mode | Only one autopilot engaged, receivers or courses disagree, or the model lacks full autoland logic | Check both channels and use a manual landing if autoland capability is not confirmed |
If the localiser remains centred but leads beside the runway, the procedure may use an intentionally offset localiser, or the simulator’s navigation data and airport scenery may not agree. Verify the published course and runway layout; do not force the aircraft visually towards the centreline while leaving the autopilot coupled to a conflicting signal.