How do you fly a visual approach in a flight simulator?

To fly a visual approach in a flight simulator, select the runway early, arrive on final at the correct height and speed, configure before short final, then use the runway’s aiming point and centreline as primary references while cross-checking instruments. If alignment, glide path or speed cannot be stabilised, go around.

This is general fixed-wing flight-simulation guidance for Microsoft Flight Simulator, X-Plane, Prepar3D and FSX. The aircraft’s checklist, operating handbook and any add-on-specific procedures take priority. In real-world IFR operations, “visual approach” also describes a specific ATC clearance; it does not simply cancel IFR, and simulator ATC may not model every detail correctly.

What is a visual approach?

A visual approach uses the runway environment as the primary reference for alignment and descent, while instruments continue to support speed, altitude, attitude and power management.

The approach may begin from a normal circuit, a base join, a straight-in arrival or the final part of an instrument flight. Three elements determine whether it is working:

• Centreline track: the aircraft remains over the extended runway centreline. In a crosswind, its nose may still be crabbed into wind.
• Glide path: the selected aiming point remains nearly stationary in the windscreen as the runway grows larger.
• Energy: speed, power, flap and landing gear are settled early enough that short final requires only small corrections.

The aiming point is not normally where the wheels touch. It marks where the unflared flight path would meet the runway; the round-out and flare move the touchdown farther along.

How do you fly a visual approach step by step?

A repeatable visual approach comes from planning the runway, controlling energy before final and making corrections while there is still time.

1. Choose the runway. Follow the assigned runway when using ATC. When operating independently, consider wind, runway length, slope, surface, obstacles and aircraft performance rather than choosing the nearest threshold. Set the local pressure correctly and note the runway elevation.
2. Plan the join. Decide early whether to fly a full circuit, join base or continue straight in. Leave enough distance to descend and configure without rushing. Our guide to spacing and joining each circuit leg correctly covers the pattern work that leads to a well-positioned final.
3. Set a consistent cockpit view. Use a realistic eyepoint and keep the zoom or field of view consistent. An extremely wide view makes the runway look farther away and can produce a late, abrupt flare.
4. Reduce speed early. Use the aircraft’s documented approach speed rather than a generic figure. Account for weight and add a gust correction only when the type’s procedure calls for one. Trim so that holding the target does not require constant pressure.
5. Configure in the correct sequence. Extend flap and landing gear within their limits and in the order specified for the aircraft. Confirm gear position from the indication, not merely from the lever, sound or external model. Complete the landing checks before short final.
6. Roll out on final with space remaining. Track the extended centreline and avoid a steep last-second turn after overshooting it. A mistake we see constantly is trying to rescue poor spacing with more bank close to the ground; extending the pattern or going around is safer.
7. Control path and speed together. Small power changes are usually the cleanest way to adjust the descent path, while small pitch changes regain speed, but the controls interact. Make one measured correction, allow it to take effect and retrim rather than chasing every indication.
8. Use outside and instrument references. Watch the aiming point, centreline and PAPI or VASI while cross-checking airspeed, sink rate and configuration. A flight-path marker can help when fitted, but it should confirm the outside picture rather than replace it.
9. Apply a stabilisation gate. By the chosen height, the aircraft should be configured, on speed, on path, aligned and using an appropriate power setting. If it is not converging towards those conditions, go around instead of carrying the problem towards the threshold.
10. Round out and flare for the aircraft type. Shift your gaze farther down the runway, reduce power as the procedure requires and raise the nose only enough to arrest the descent. Do not copy a fixed flare height or pitch attitude from a different aircraft.
11. Keep flying after touchdown. Maintain directional control with rudder, apply the appropriate aileron into wind and lower the nosewheel without forcing it down. Use braking, spoilers, reverse thrust or aerodynamic braking only as specified for the type.

How do you judge glide path without an ILS?

Use the movement of a chosen runway aiming point, supported by visual slope lights and a rough height-versus-distance check.

If the aiming point stays in nearly the same part of the windscreen, the flight path is taking you towards it. If it rises towards the horizon, you are becoming low; if it moves down the windscreen, you are becoming high. Avoid fixing a high approach by diving at the runway, because that converts a height error into excess speed.

On a conventional four-light PAPI, two white and two red lights indicate the designed path, more white means high and more red means low. Not every installation uses a three-degree angle, so treat the published or modelled visual aid as authoritative when it is known to be correct.

For a typical 3° path, a useful mental estimate is about 300 feet of height above the runway for every nautical mile remaining:

Add the runway elevation when comparing these figures with indicated altitude. Also confirm that the distance source refers to the runway area rather than a DME or airport reference point several miles away. A 3° descent requires roughly a vertical speed equal to groundspeed multiplied by five: about 600 feet per minute at 120 knots groundspeed.

Runway geometry can deceive the eye. A narrow or upsloping runway can make the aircraft feel high and tempt you to fly too low; a wide or downsloping runway can create the opposite error. At night, a brightly lit runway surrounded by darkness provides few peripheral cues and can draw the approach below the proper path.

Add-on scenery can occasionally place slope lights or runway elevations incorrectly. If the PAPI consistently disagrees with a correctly measured path, first check the altimeter, distance source and runway slope before suspecting the scenery.

Should you fly a circuit or a straight-in visual?

Use a circuit for repeatable training and a straight-in approach only when you already have enough distance, height and speed control to become stable without aggressive manoeuvring.

A straight-in approach is not automatically easier. It removes the circuit turns but often hides poor descent planning until the aircraft is close to the runway.

When should you choose a visual rather than ILS or RNAV?

Choose a visual approach when the runway can be kept in sight, the aircraft can be stabilised and the outside picture provides enough information for a safe descent.

For the wider procedure, our guide to planning and flying an IFR flight in a simulator explains how the arrival fits together. MSFS pilots wanting a direct comparison can also review how localiser and glideslope guidance work in MSFS 2024.

Why does the flare feel wrong in a simulator?

Most simulator flare problems begin with the cockpit view, excess approach speed or poor control calibration rather than the flare movement itself.

• Inconsistent eyepoint: changing seat height or zoom changes the apparent nose attitude and runway perspective. Set one normal view for each aircraft and learn it.
• Looking too close: staring at the threshold or the aeroplane’s nose makes height and sink difficult to judge. Move your gaze progressively farther down the runway during the round-out.
• Excess speed: even a modest speed surplus can produce a long float. Correct it on final rather than trying to force the aircraft onto the runway.
• Controller problems: noisy axes, excessive sensitivity or duplicate pitch and throttle bindings can create abrupt inputs. Calibrate the controller and use only enough dead zone to remove unwanted movement.
• Wrong technique for the type: a trainer, taildragger and transport jet use different sight pictures and landing attitudes. Follow the procedure supplied with the aircraft.

Common visual approach problems and their fixes

Most failed visual approaches can be traced to late energy management, poor pattern spacing or corrections that become larger as the runway gets closer.

When should you go around?

Go around as soon as the approach is no longer stable or visual reference becomes inadequate; waiting until the flare removes useful options.

• The aircraft cannot regain the centreline without large or hurried control inputs.
• Airspeed or sink rate remains unstable.
• The aircraft is well above or below the intended path.
• Landing configuration or checks are incomplete at the stabilisation gate.
• The runway is lost in cloud, haze, rain or darkness.
• Another aircraft, vehicle or obstruction makes the runway unsafe.
• A significant balloon, bounce or sideways touchdown develops.

There is no universal stabilisation height for every aircraft. A common airline framework uses 1,000 feet above aerodrome level in instrument conditions and 500 feet in visual conditions, but the aircraft or operator SOP must override generic figures. For light-aircraft practice, selecting a firm gate such as 500 feet above aerodrome level prevents “just one more correction” from continuing to the threshold.

Use the aircraft’s go-around procedure. In general, apply the required power, control pitch, arrest the descent, establish a positive climb, retract the landing gear when appropriate and retract flap in stages. Dumping all flap immediately can cause a dangerous loss of lift, even when the simulator makes the mistake easy to survive.

What changes between a light aircraft, turboprop and jet?

Faster and heavier aircraft require earlier planning because configuration changes, power response and excess speed consume more distance.

High cockpit eye position also changes the apparent runway picture in larger aircraft. Do not judge a jet flare using the sight picture learned in a low-seated trainer.

How should you practise visual approaches?

Repeat the same aircraft, runway and circuit until the sight picture is consistent, then introduce one new difficulty at a time.

1. Begin in daylight. Use good visibility, a light wind aligned with the runway and a familiar trainer.
2. Keep the variables fixed. Use similar fuel, payload, flap settings and approach speed while learning the basic picture.
3. Fly complete circuits. Repetition teaches where to reduce power, turn base and complete the landing checks.
4. Record useful facts. Check speed, path and configuration at the stabilisation gate, then note touchdown position and centreline control.
5. Use replay for diagnosis. External views can reveal spacing or alignment errors after landing, but cockpit view should remain the primary training perspective.
6. Add difficulty gradually. Introduce crosswind, shorter runways, lower light or faster aircraft separately rather than changing everything at once.
7. Practise go-arounds deliberately. A go-around should be a familiar manoeuvre, not an emergency action attempted for the first time after a poor flare.