Find all KLAX ILS frequencies, front courses and runway pairings, plus chart checks and fixes for wrong localiser capture at Los Angeles.
Los Angeles International Airport (KLAX) has ILS or localiser approaches to all eight runway ends. The localiser frequencies, in MHz, are 111.70 for 6L/24L, 110.70 for 6R, 111.10 for 7L/25L, 109.90 for 7R/25R and 108.50 for 24R; the published front courses are 071° eastbound and 251° westbound.
For Aviation & Real-World Flying and simulator use, this is a quick reference rather than a complete approach plate. Chart revisions, NOTAMs, maintenance outages and simulator navigation-data cycles can affect availability; approved, effective charts and NOTAMs control any real flight.
KLAX ILS frequencies by runway
The runway-specific localiser frequencies and published front courses are:
| Runway | Localiser frequency | Front course | Landing direction |
|---|---|---|---|
| 6L | 111.70 MHz | 071° | Eastbound |
| 6R | 110.70 MHz | 071° | Eastbound |
| 7L | 111.10 MHz | 071° | Eastbound |
| 7R | 109.90 MHz | 071° | Eastbound |
| 24L | 111.70 MHz | 251° | Westbound |
| 24R | 108.50 MHz | 251° | Westbound |
| 25L | 111.10 MHz | 251° | Westbound |
| 25R | 109.90 MHz | 251° | Westbound |
The physical runway pairs are 6L/24R, 6R/24L, 7L/25R and 7R/25L. Several frequencies are reused for different, opposite-flow approaches, so frequency alone does not confirm the runway. Check the procedure title, front course and transmitted Morse identifier against the KLAX approach plates and airport chart.
Which KLAX ILS approach should you load?
Load the exact ILS procedure for the runway assigned by ATC or selected for the active airport configuration.
KLAX normally operates towards the west, with arrivals commonly using 24R or 25L, but weather, traffic and runway closures can change that pattern. East-flow operations use the 6 and 7 runway ends. Do not assume the usual flow before selecting the approach.
All four strips are nearly parallel. A mistake we see constantly is setting 240° or 250° simply from the runway number; use the charted 251° westbound or 071° eastbound course instead. The 6/7 and 24/25 numbering helps distinguish four parallel runways rather than indicating substantially different alignments.
How do you set up a KLAX ILS correctly?
Set up the approach from the exact plate and verify every item before intercepting the localiser.
- Confirm the runway and procedure. Match the clearance or selected approach to the complete procedure name in the avionics and on the plate.
- Check the chart revision. Our guidance on verifying an effective KLAX FAA chart explains why an old plate should not be mixed with newer avionics data.
- Tune and identify the localiser. Put the frequency in the active navigation radio, select the correct NAV source and confirm the identifier. Aircraft with automatic tuning still need to be checked; our ILS tuning procedure covers both manual and FMS-managed radios.
- Set or verify the front course. Use 071° for the east-facing ends and 251° for the west-facing ends, unless the effective plate states otherwise.
- Intercept as published or cleared. Join the localiser from the front side and capture the glideslope from below at the charted altitude. Do not descend merely because an unexpected glideslope indication appears.
- Use that runway’s minima and missed approach. Decision altitude, visibility, fixes and missed-approach instructions vary by procedure. Never copy them from another KLAX runway.
Why does the ILS capture the wrong runway or show no glideslope?
The usual causes are a reused frequency, wrong course, incorrect navigation source, poor intercept geometry or disagreement between the chart and simulator navigation data.
- Adjacent or backside signal: verify the identifier, runway and inbound course rather than chasing the needle. Frequency reuse at KLAX makes this check especially important.
- GPS/FMS still selected: the approach may be loaded while the display continues following the programmed route instead of the NAV radio.
- Frequency left in standby: seeing 111.10 or 111.70 on the radio panel does not mean it is active.
- No vertical guidance: the glideslope may be out of service, out of range, intercepted from above or unavailable because a localiser-only procedure was selected.
- Simulator data mismatch: an older AIRAC cycle, replacement airport scenery or conflicting navigation data can place the transmitter differently from the chart.
If the identifier or indications do not agree, discontinue the real-world approach rather than attempting to correct it close to the runway. Simulator users can work through our wrong-runway and false-localiser troubleshooting checks.
Does every KLAX ILS permit CAT III or autoland?
No. An ILS frequency identifies the radio channel; it does not establish the approach category or guarantee autoland capability.
Lower-visibility operations require the specifically published CAT II or CAT III procedure, serviceable airport equipment, the applicable aircraft capability and the necessary operational approval. In a simulator, the aircraft add-on must also model the required automatic landing functions. An illuminated APP mode or captured glideslope by itself is not proof that an autoland is available.