See which KMCO instrument approaches serve Orlando International, including ILS, CAT II/III, RNAV (GPS) and RNP, with chart and simulator caveats.
Orlando International Airport (KMCO) has ILS/localiser and RNAV (GPS) approaches to all eight runway ends, plus CAT II/III ILS procedures on selected runways and authorisation-required RNAV (RNP) procedures. Always check the active chart cycle because individual procedure names, transitions, notes and minima can change.
Which KMCO runways have instrument approaches?
Every runway end at KMCO is served by both an ILS or localiser procedure and an RNAV (GPS) approach.
For Aviation & Real-World Flying study and realistic simulator planning, the published procedure families break down as follows:
| Procedure family | Runway coverage | What it provides |
|---|---|---|
| ILS or LOC | 17L, 17R, 18L, 18R, 35L, 35R, 36L and 36R | Precision ILS guidance, with localiser-only minima where published on the plate |
| RNAV (GPS) | 17L, 17R, 18L, 18R, 35L, 35R, 36L and 36R | Satellite-based lateral guidance and the vertical guidance or minima shown on the individual chart |
| CAT II/III ILS | Selected runway ends | Lower-visibility ILS operations requiring the appropriate aircraft, crew, operator and airport capability |
| RNAV (RNP) | Selected runway ends | Authorisation-required procedures using defined RNP containment and, in some cases, curved flight paths |
Use the complete KMCO approach-plate list to confirm the exact procedures, suffixes and revision dates for the chart cycle being flown. Our comparison of ILS, RNAV, RNP and other approach types explains the underlying guidance systems.
Which approach should I select at Orlando?
Use the approach assigned by ATC; without ATC, choose one serving the landing runway that matches your aircraft equipment, weather and navigation data.
- ILS: Choose this when ATC assigns it, visibility is poor or you want conventional localiser and glideslope guidance. If the glideslope is unavailable, use the published localiser minima and restrictions rather than ILS minima.
- RNAV (GPS): Choose this when the aircraft has suitable GNSS equipment and the procedure exists in its navigation database. Confirm the available line of minima—such as LPV, LNAV/VNAV or LNAV—on the actual plate rather than assuming every RNAV approach supplies the same guidance.
- RNAV (RNP): Use this only when the aircraft and operation meet the charted RNP requirements. A desktop FMC displaying the procedure does not mean the corresponding real aircraft or operator is authorised to fly it.
- CAT II or CAT III ILS: These are low-visibility operations, not simply ordinary ILS approaches with a lower decision height. Aircraft systems, crew qualification, operator approval, runway status and reported conditions must all support the category used.
KMCO has two pairs of closely spaced parallel runway systems. Check the complete designator carefully: Runway 17L is not Runway 18L, and selecting the wrong parallel can produce a convincing but unsafe final approach alignment.
Can every aircraft use KMCO’s low-visibility and RNP approaches?
No; publication of a procedure does not by itself make an aircraft or operation eligible to use its lowest minima.
For CAT II/III, the aircraft must have the required equipment and serviceability, and the crew and operator need the appropriate approval. Autoland capability also varies by aircraft. Pressing APP and allowing the autopilot to follow an ILS is not automatically a CAT III operation.
RNAV (RNP) procedures have similarly strict containment, navigation-performance and authorisation requirements. In a simulator they may be technically loadable, but realistic flying means checking the chart notes, required RNP value and whether the simulated aircraft can follow any radius-to-fix legs correctly.
How do I use KMCO approach plates in a simulator?
Match the plate to the simulator’s navigation data, select the exact runway and procedure, then verify every critical fix and altitude before intercepting final approach guidance.
- Confirm the landing direction. Use the simulated ATIS or ATC assignment, or select the runway most appropriate for the wind when flying without ATC.
- Choose the complete runway designator. Distinguish between the 17/35 and 18/36 runway systems as well as left and right.
- Load the STAR and approach separately. A STAR normally feeds the terminal area but does not replace the approach. Our explanation of how STARs connect with instrument approaches covers that hand-off.
- Select the exact procedure and transition. If the database offers similarly named Y or Z variants, do not treat them as interchangeable. Compare the fixes, constraints and missed approach with the plate.
- Verify the guidance source. For an ILS, confirm the frequency, identifier and inbound course. For RNAV, verify that the FMC sequence has no discontinuity and that the aircraft supports the required vertical mode.
- Brief minima and the missed approach. Check altitude restrictions, decision altitude or minimum descent altitude, required visibility and the first missed-approach action. Our approach-chart interpretation guide explains where these items appear.
Common KMCO approach setup errors
Most setup failures at KMCO come from choosing the wrong parallel runway, mixing chart and navigation-data cycles, or expecting the STAR to connect cleanly to every approach transition.
- If fixes or transitions differ between the chart and FMC, use material from matching data cycles rather than manually forcing an uncertain route.
- If the glideslope will not capture, check that the correct ILS is identified, the aircraft is below the glideslope and the intercept angle is reasonable.
- If an RNAV approach has no usable vertical path, confirm the selected minima and aircraft capability; an LNAV-only procedure may require managed vertical planning without an electronic glidepath.
- If the final course points towards the adjacent runway, disconnect or go around and recheck the full runway designator instead of trying to salvage the approach visually.