How do I fly an ILS approach in the CJ4 in MSFS 2024?

In the default Citation CJ4 in Microsoft Flight Simulator 2024, load the ILS in the FMS, verify the localiser frequency and inbound course, intercept from below, then arm APPR. Confirm NAV-to-NAV changes the active source from FMS1 to LOC1 and that LOC and GS capture before configuring and landing manually.

CJ4 ILS approach procedure

A reliable CJ4 ILS depends on correct radio guidance, sensible intercept geometry and confirmation of the flight-mode annunciations. The wider procedure is covered in our full MSFS 2024 ILS setup and intercept sequence; these are the CJ4-specific steps.

1. Load the correct ILS approach. On the FMS flight-plan or procedure pages, select the ILS for the landing runway and an appropriate transition. Check that the approach joins the arrival without a discontinuity. Choose a vectors transition only when you intend to use heading mode for the final intercept.
2. Verify the published data. Check the localiser frequency, inbound course, intercept altitude, decision altitude and missed-approach instructions. A procedure appearing on the FMS does not by itself confirm that the radio is tuned correctly.
3. Activate the approach and check NAV1. The CJ4 may tune the localiser automatically when the approach is active, but verify that the correct frequency is in active NAV1 rather than standby. Set the published inbound course and confirm the station identifier where available.
4. Set minimums and approach speeds. Enter the decision altitude on the PFD and obtain the landing reference speed from the aircraft's performance data. Do not substitute a remembered speed because weight, conditions and configuration affect the target.
5. Establish the intercept. Follow the transition in FMS1/NAV mode, or use HDG mode when receiving vectors. Aim for a shallow intercept of roughly 20–30 degrees and level at the cleared or published altitude below the glideslope.
6. Arm APPR. With the localiser signal available and the aircraft positioned to intercept, press the APPR button. On a correctly prepared NAV-to-NAV approach, the avionics should transfer the active source from FMS1 to LOC1 as the localiser is acquired.
7. Read the flight-mode annunciator. Confirm LOC is armed and then active. GS should arm before changing to active at glideslope capture. The illuminated APPR button or moving needles alone do not prove that the autopilot has captured either beam.
8. Configure and control the speed. Select gear and flap on schedule, trim as required and manage thrust yourself. The CJ4 has no autothrottle, so the autopilot can follow the localiser and glideslope while the airspeed still runs high or decays dangerously.
9. Land or go around at minimums. Disconnect the autopilot with suitable visual references, control the thrust and flare manually. If the runway environment is not visible at the decision altitude, execute the missed approach rather than continuing below minimums.

Should the CJ4 use FMS1 or LOC1 on an ILS?

Use FMS1 while following the arrival or approach transition, but LOC1 must become the active source for ILS localiser guidance. NAV-to-NAV transfer automates that change when the approach, frequency and APPR mode are prepared correctly.

If automatic transfer does not occur, select LOC1 manually once the aircraft is positioned for interception. Switching too early, before a valid localiser signal exists, can leave NAV mode without usable lateral guidance; use HDG mode until the beam is alive.

Can I fly the ILS without loading it in the FMS?

Yes. Tune the ILS in NAV1, set the inbound course, select LOC1, intercept in heading mode and arm APPR. Loading the procedure is still preferable because it supplies approach sequencing, supports NAV-to-NAV transfer and preserves the missed-approach legs.

Why will the CJ4 not capture the localiser or glideslope?

Most CJ4 capture failures come from an incorrect navigation source, an untuned frequency or intercepting the glideslope from above.

• FMS1 remains active: confirm that the ILS approach is active, not merely stored in the flight plan, and that a valid LOC1 signal is available. Select LOC1 manually if NAV-to-NAV does not transfer.
• The frequency is in standby: move it to active NAV1 and verify the runway identifier. Loading an approach does not guarantee that every radio state is correct.
• The aircraft is above the glideslope: descend to the published intercept altitude outside the final approach fix and intercept again from below. APPR mode should not command an aggressive dive to recover a slope already passed.
• The intercept angle is too steep: use heading mode to establish a shallower intercept, then re-arm APPR if necessary.
• LOC captures but GS does not: check that GS was armed, the aircraft remained below the slope and the selected procedure is an ILS rather than a localiser-only approach. A displayed GP is FMS glidepath guidance, not the ILS glideslope.
• The modes change unexpectedly: check for active piloting assistance or another control input altering the autopilot, radio or navigation source.

Our approach-mode fault checks for MSFS 2024 cover the broader causes when LOC or GS still refuses to arm.

Can the MSFS 2024 CJ4 autoland?

No. In the default CJ4, APPR mode provides a coupled localiser and glideslope approach, but it does not supply an automatic flare, touchdown, rollout or thrust control. Our explanation of what autoland requires in MSFS 2024 clarifies the distinction.

Treat the ILS as guidance to the decision altitude, disconnect when visual and complete the landing yourself. If the final transition is the next problem, use our guidance on manual flare, touchdown and rollout technique.