What ILS equipment do I need in a flight simulator?

To use ILS in a general flight simulator, you need an aircraft with an ILS-capable NAV receiver, a CDI, HSI or PFD that shows localiser and glideslope deviation, the runway’s ILS frequency and published approach data, normal flight instruments, and a control input. Autopilot and physical radio hardware are optional.

Minimum equipment for reliable ILS simulation

A working ILS simulation needs a complete chain: a modelled ILS at the airport, a compatible receiver in the aircraft and an instrument that displays the received guidance.

You do not tune a separate glideslope frequency. Selecting the localiser frequency also selects its paired glideslope channel. Classic general-aviation panels usually use NAV1 or NAV2, while glass cockpits and airliners may tune through an avionics panel, FMS or MCDU.

The course selector does not tune the station. On a simple CDI, changing the OBS may not alter localiser sensing at all, but setting the published front course still gives the correct heading reference and may be required by the HSI or autopilot logic. Our explanation of how localiser and glideslope guidance reaches the cockpit display covers the receiver, CDI, HSI and PFD in more detail.

How can I tell whether an aircraft and runway support ILS?

The aircraft must be able to tune an ILS frequency and display both lateral and vertical deviation, while the exact runway end must have an ILS represented in the simulator’s airport and navigation data.

• Check the receiver: look for a NAV or ILS frequency entry method, either on a radio or through the aircraft’s avionics.
• Check the display: a CDI, HSI or PFD should be capable of showing separate LOC and GS indications or deviation scales.
• Check the source annunciation: the active source should show ILS, LOC, VLOC or the aircraft’s equivalent rather than GPS or FMS guidance alone.
• Check the runway direction: an ILS installed for one end of a runway does not automatically provide a normal ILS approach from the reciprocal direction.

A magenta route, moving-map runway extension or generic landing guide is not evidence that the aircraft has an ILS receiver. Some vintage aircraft, ultralights and simplified simulator models have no instrument-landing capability; others can receive a localiser but not a glideslope.

Use approach information that matches the simulator’s installed navigation data and scenery. Frequencies, courses and runway identifiers can differ when an old scenery package or navigation database is used with newer approach information. Loading an approach into a GPS cannot create an ILS transmitter at a runway that lacks one.

Do I need separate ILS simulator software or an add-on?

No separate ILS simulator is normally required because full flight simulators already generate the radio signals and aircraft indications needed for ILS practice.

Microsoft Flight Simulator, X-Plane, Prepar3D and FSX all support ILS simulation, but capability still depends on the chosen aircraft and runway. An avionics add-on may improve system depth, and updated scenery may correct an airport facility, but neither is a universal requirement.

A dedicated instrument trainer can be useful for practising interception and instrument scanning without running a complete cockpit. Home simulator practice, however, is not automatically approved instrument training and should not be treated as a substitute for an authorised training device and qualified instruction.

Do I need a yoke, throttle or rudder pedals?

Dedicated cockpit hardware is not required, although smooth analogue controls make small corrections far easier than repeated keyboard inputs.

• Joystick, yoke or gamepad: recommended for the fine pitch and bank changes needed as the deviation scales become more sensitive near the runway.
• Throttle axis: helpful for managing speed and descent without abrupt power changes.
• Rudder pedals or twist grip: useful for coordinated flight and crosswind alignment, but not essential for learning basic beam tracking.
• Physical radio or autopilot panel: convenient for tuning and mode selection, but it adds no ILS capability that is not already present in the virtual cockpit.

A keyboard can be sufficient for familiarisation, but key presses often produce corrections that are too large. Reduce sensitivity only if the aircraft is genuinely twitchy; excessive filtering or dead zones can delay the response and encourage over-correction.

Is an autopilot required, and does APP mean autoland?

An autopilot is optional because an ILS can be flown manually by keeping the localiser and glideslope indications centred while controlling speed, pitch and power.

An approach mode labelled APP or APR usually arms the autopilot or flight director to capture the localiser and glideslope when the aircraft reaches suitable interception conditions. Labels and automation vary between aircraft. The flight-mode annunciator must show whether LOC and GS are armed or captured; pressing the approach button alone does not confirm capture.

A flight director only displays steering commands unless the autopilot is engaged. A basic autopilot may track the localiser without capturing the glideslope, while other systems can fly both beams.

Coupled ILS tracking is not the same as autoland. Autoland requires a suitably modelled aircraft with the necessary autopilot channels, radio-altimeter logic, flare and rollout functions, plus correct configuration and an appropriate runway. Some simulators do not enforce every real-world runway or operational restriction, so a successful simulated autoland is not proof that the equivalent real operation would be authorised.

Is GPS enough for an ILS approach?

GPS can guide the arrival and initial approach, but the final ILS guidance must come from an ILS-capable NAV or multimode receiver.

Integrated avionics may load the procedure, auto-tune the frequency and switch from GPS to localiser guidance. Other aircraft require the pilot to tune NAV1 and change the displayed source manually using a CDI or source selector. A mistake we see constantly is leaving the display in GPS mode and expecting the autopilot to capture a radio localiser.

The source annunciation is the deciding factor: use GPS or FMS guidance for the route when appropriate, then ensure LOC, VLOC or ILS is supplying the final approach guidance. See our explanation of why GPS and NAV/VLOC modes are not interchangeable on final.

When are extra receivers needed?

Additional equipment is necessary only when the published procedure uses it to identify fixes, distances or missed-approach routing.

• DME: may provide distance to the runway or named fixes. In some aircraft it is paired automatically with the ILS; in others it is tuned separately.
• GPS or RNAV: may be used for an arrival, transition, missed approach or approved fix identification.
• Second NAV receiver or ADF: may be required by older procedures that use a crossing radial, VOR or NDB.
• Marker-beacon receiver: useful where markers are represented, although many procedures identify those positions by DME or other fixes.

How do I use the equipment in the correct order?

Set up the receiver, display and approach information before intercepting the localiser; late tuning and source changes are common causes of missed capture.

1. Select the exact approach. Confirm the airport, runway end, ILS frequency, identifier, front course, intercept altitude and minima.
2. Power and tune the avionics. Put the frequency in the active window rather than leaving it in standby.
3. Verify the station. Check the displayed identifier or listen to the Morse identifier where the aircraft and simulator model it.
4. Set the front course and source. Select LOC, VLOC, ILS or the equivalent instead of leaving the indicator on GPS guidance.
5. Intercept with sensible geometry. Join the localiser at a modest angle and approach the glideslope from below at the published altitude.
6. Arm approach mode if desired. Watch for separate LOC and GS armed and captured indications rather than assuming the autopilot has accepted the approach.
7. Continue or go missed. Monitor altitude and minima, and follow the missed approach if the guidance is unstable or the required visual reference is absent.

For the complete flying technique without repeating it here, follow our tuning-to-capture ILS approach sequence.

Why will the ILS not capture even though I have the equipment?

Most capture failures are caused by the wrong frequency, navigation source, runway direction or interception geometry rather than missing physical hardware.

Do not dive after a glideslope that has already passed below the aircraft. Re-establish beneath the beam or fly the missed approach. Intercepting from below also avoids false or unstable upper glideslope lobes in simulators and aircraft that model them.