How do I fly an instrument approach in a simulator?

To set up and fly an instrument approach in a flight simulator, choose the correct procedure and transition, brief the chart, load it into the avionics, verify every fix and altitude, select the proper navigation source, intercept from a stable position, descend only with valid guidance, and either land or fly the published missed approach.

For Aviation & Real-World Flying practice, we treat the simulator as a procedure trainer, not as authority to invent a clearance or descend. Real-world flying requires approved charts, matching navigation data, the aircraft flight manual and qualified instruction; simulator avionics may simplify signal coverage, integrity monitoring or mode logic.

Choosing the right instrument approach

Choose an approach that matches the landing runway, weather, available navigation aids and the equipment actually modelled in your aircraft.

For the two most common cases, our guides cover the detailed ILS capture and landing sequence and the extra RNP setup, sequencing and mode checks. An RNP AR procedure requires capabilities and operational approval beyond an ordinary GPS approach in real flying.

What should you brief before setup?

Brief the complete route from the initial approach fix to the missed-approach holding point before changing the avionics.

• Procedure and runway: Confirm the identifier, runway, chart revision and whether the simulator's navigation database represents the same procedure.
• Transition: Choose the correct initial approach fix, feeder route or vectors-to-final option. Vectors-to-final is inappropriate unless ATC or the scenario will position you to intercept.
• Navigation data: Check frequencies, inbound course, fixes, altitude constraints and any required distance or timing information. We explain where to obtain and verify approach frequencies, courses, fixes and minima.
• Final approach: Identify the final approach fix, intercept altitude, descent angle or vertical mode, missed-approach point and expected landing configuration.
• Minimums: Select the correct minima line for the aircraft category, equipment and available guidance. Do not automatically use the lowest number printed on the chart.
• Missed approach: Note the first heading or track, altitude, navigation aid and holding instructions. These are difficult to interpret after the go-around has started.

Set the correct QNH or altimeter setting and confirm whether the published minimum uses barometric or radio altitude. A navigation-data mismatch is not cosmetic: changed fix names, runway numbering or altitude constraints can make the displayed route unsuitable for procedural practice.

Instrument approach setup and flying sequence

The reliable sequence is to verify the chart first, enter the procedure second, and then monitor what the avionics actually command.

1. Select the runway and procedure. Use the wind, runway in use, weather, aircraft equipment and simulated serviceability to make the choice. The presence of an approach in an FMS menu does not prove that it is appropriate.
2. Load the correct transition. Loading normally appends the approach to the flight plan; activating it may change the active leg or bypass earlier fixes. Check the entire fix sequence, including any discontinuity, before accepting it. Remove a discontinuity only when joining those two legs is genuinely intended.
3. Configure the navigation equipment. For an ILS or conventional approach, tune and identify the required aid and set the published course. For RNAV, select the GPS/FMS navigation source and confirm that the database procedure, active leg and displayed minima type are correct. Set the altitude bug and minimums reminder where the aircraft provides them.
4. Join the approach correctly. Fly the published transition, accept suitable vectors or proceed to the cleared initial fix. Observe procedure turns and holding-in-lieu-of-procedure-turn instructions unless the chart or clearance says they are not required.
5. Establish a sensible intercept. Approach final at the published altitude, with a modest intercept angle and enough distance to stabilise. Intercept an ILS glideslope from below; trying to capture it from above often produces no capture or an unsafe dive. On RNAV approaches, confirm the correct sensitivity or approach mode before the final approach fix.
6. Arm and verify the modes. Pressing an approach button only requests a mode. Use the flight mode annunciator to distinguish armed lateral or vertical guidance from captured guidance. If the annunciation is not what you expected, stop the descent and correct the setup.
7. Fly the final approach. Maintain the lateral path with small corrections, configure the aircraft on schedule and control speed with power and pitch. Respect every published altitude until valid vertical guidance authorises descent; an advisory glidepath alone does not cancel step-down restrictions.
8. Make the minimums decision. Continue only when the required visual references are available, the aircraft is in a position to land and the approach remains stabilised. Otherwise, execute the assigned or published missed approach.

Why won't the simulator capture the approach?

Most capture failures come from the wrong navigation source, wrong active leg, unsuitable intercept geometry or a mode that was selected but never armed.

• The localiser never moves: Check the frequency, receiver, NAV/VLOC source and signal range. Confirm that the aeroplane is approaching the front course rather than the reciprocal or back-course side.
• The localiser works but the glideslope does not: Verify that the tuned facility includes a glideslope, approach mode is armed and the localiser is being captured. If already above the path, reposition rather than chasing it down.
• RNAV has lateral guidance but no vertical path: The selected procedure may provide LNAV only, or the simulated avionics may lack the required integrity, augmentation or vertical-navigation capability. Fly the published LNAV step-downs and MDA only when that minima line is valid.
• The aircraft turns directly towards the final approach fix: The wrong transition may be active, or activating the approach may have skipped the feeder legs. Recheck the active leg and use direct-to only when cleared or appropriate to the scenario.
• The autopilot ignores the approach: Inspect the flight mode annunciator rather than the button lights. Excessive intercept angle, the wrong source, an invalid signal or an incompatible previously selected mode can prevent capture.
• The route contains a sudden turn or gap: Do not delete it automatically. A discontinuity may represent an expected vector, manual leg or procedure boundary; decide how the aircraft is meant to reach the next leg first.

A mistake we see constantly is letting automation conceal a bad setup. If the raw localiser, bearing pointer, course deviation indicator or vertical-path display disagrees with the autopilot, disconnect or revert to a basic mode and resolve the discrepancy before descending.

What should happen at minimums?

At minimums, either continue using the required visual references from a stabilised position or begin the missed approach without improvising below the published altitude.

At a decision altitude, start the missed approach if the required visual reference is absent; do not level off and wait. At a minimum descent altitude, remain at or above the MDA until visual conditions permit a normal descent, or until reaching the missed-approach point. Do not silently treat an MDA as a decision altitude unless the applicable procedure accounts for that technique.

For the miss, apply power, establish the correct attitude, manage configuration, follow the assigned or published track and observe every altitude restriction. Some avionics sequence automatically to the missed leg while others require pilot action, so confirm the active guidance after the climb is established. Our missed-approach and go-around procedure covers that transition in detail.