How do I fly a non-precision approach in a simulator?

To fly a non-precision approach in a flight simulator, brief the chart, select and verify the lateral navigation source, obey every altitude restriction, descend towards—but never below—the MDA without the required visual references, then continue visually from a suitable position or execute the published missed approach by the missed-approach point.

For Aviation & Real-World Flying practice, we treat this as a lateral-guidance procedure whose vertical path must be managed by the pilot. In a real aircraft, the current chart, ATC clearance, aircraft approvals and applicable operating procedures always take precedence over desktop-simulator technique.

What counts as a non-precision approach?

A non-precision approach provides approved lateral guidance but no approved electronic vertical guidance. Typical examples include VOR, NDB, localizer-only and RNAV/GNSS approaches flown to LNAV minima.

An LNAV+V indication is a common trap. The generated glidepath may help with descent planning, but it does not turn LNAV MDA minima into a decision altitude. For the sequencing and altitude management peculiar to satellite procedures, see our worked method for flying an LNAV-only RNP approach.

How to fly a non-precision approach step by step

1. Brief the complete procedure. Confirm the approach name, runway, transition, final course, final approach fix, step-down fixes, minimum descent altitude, missed-approach point and first missed-approach instruction. Our guide to extracting courses, altitude constraints and minima from an approach chart covers the chart symbols in detail.

2. Configure and verify the navigation source. Set QNH, the correct MDA for the aircraft category, course and minimums bug. Use GPS for an LNAV procedure, VLOC or NAV for a VOR/localizer procedure, and ADF for an NDB approach. Tune and identify ground stations rather than trusting a centred needle; these practical VOR and NDB tuning techniques explain the receiver checks.

3. Join the published approach correctly. Fly the assigned transition, initial approach segment or course reversal unless ATC vectors replace it. Do not activate vectors-to-final casually: some avionics implementations remove preceding fixes or leave the aeroplane poorly positioned for final.

4. Stabilise before the final approach fix. Establish the final course, complete the appropriate landing configuration and settle at a speed that leaves enough capacity to correct for wind. Cross the final approach fix at the published altitude; waypoint activation alone is not permission to descend.

5. Manage the descent. Follow any published descent angle or calculate a rate from height to lose and time available. For a path close to three degrees, vertical speed ≈ groundspeed × 5 gives a useful starting figure: 100 knots groundspeed is about 500 ft/min. Recalculate when the wind changes, and treat every step-down altitude as a hard lower limit.

6. Handle MDA correctly. With a traditional level-off method, descend to MDA, level there and continue to the missed-approach point while looking for the required visual references. With a constant-descent method, plan the decision early enough that initiating a go-around will not carry the aircraft below MDA.

7. Land or fly the missed approach. Descend below MDA only when the required visual references are available and the aircraft is positioned for a normal landing. Otherwise apply power, establish the climb, reconfigure according to the checklist and follow the published track and altitude. Do not begin a missed-approach turn before the procedure permits it.

The approach fits inside a larger sequence of clearances, arrivals, instrument checks and missed-approach preparation. Weakness in those areas is best addressed by rehearsing the complete simulator IFR workflow rather than repeatedly starting at the final approach fix.

Should I use CDFA or descend and level at MDA?

A continuous descent final approach is usually the cleaner technique when the chart profile, aircraft and chosen training standard support it. It reduces configuration changes, avoids a low-level power adjustment at MDA and produces a more stable visual transition.

CDFA does not cancel step-down restrictions. Build a path that remains above each restriction, and plan where a missed approach must begin to prevent momentum carrying the aircraft below MDA. Real-world operators may apply an altitude addition or derived decision altitude; follow the specified procedure rather than inventing a margin.

The traditional descend-and-level method remains useful for understanding MDA and MAP discipline. Descend at a controlled rate after the authorised fix, level at MDA, then maintain it until landing criteria are met or the MAP is reached. Avoid the literal “dive” sometimes implied by the nickname dive-and-drive.

When can I descend below MDA?

You may leave MDA only after acquiring the visual references required by the applicable rules and when a normal descent to the intended runway remains possible. Merely seeing an isolated light or part of the airport does not automatically satisfy every jurisdiction’s landing requirements.

MDA is also not the missed-approach point. Reaching MDA early normally means levelling off, not going around immediately and not descending further while waiting for the runway to appear.

How do I identify the missed-approach point?

The chart defines the MAP by a named waypoint, DME distance, station passage, runway threshold position or elapsed time from a specified fix. When timing is required, start the timer at the charted point and use the published time for the relevant groundspeed.

GPS units may display SUSP or suspend automatic sequencing at the MAP. Know how the simulated avionics resumes sequencing before starting the approach; otherwise the autopilot may continue straight ahead instead of following the missed-approach route.

Can the autopilot fly a non-precision approach?

An autopilot can usually track the lateral course and may manage a selected vertical speed or flight-path angle, but the pilot remains responsible for every altitude restriction and the MDA. Use the mode appropriate to the source—such as NAV, GPS or LOC—and verify what the flight director is actually following.

Do not assume that pressing an approach mode creates authorised vertical guidance. An advisory glidepath, calculated VNAV profile or magenta descent cue can be useful, but the published minima line decides whether the procedure is flown to MDA or DA. Watch altitude capture closely because some autopilots level abruptly or briefly deviate while capturing MDA.

Common simulator failures and their fixes

• The course needle does not respond: check GPS versus VLOC/NAV selection, the tuned frequency, station identification and the selected course.

• The aircraft descends too early: confirm that the final approach fix has actually been crossed and that no intermediate or step-down restriction remains.

• The descent becomes unstable: base vertical speed on groundspeed, not indicated airspeed, and adjust it gradually rather than chasing the altitude profile.

• The runway does not match the chart: the simulator scenery, navigation database and chart may represent different airport revisions. Stop the exercise if runway numbering, fixes or procedure geometry cannot be reconciled.

• The missed approach turns towards terrain: return to the published initial missed-approach track and check whether the GPS is suspended, sequencing incorrectly or following the wrong flight-plan leg.

• The aircraft reaches MDA with no runway visible: maintain MDA until the MAP when using the level-off method, or begin the planned CDFA go-around early enough to remain above MDA.