How do I perform an autoland in a flight simulator?

To perform an autoland in a flight simulator, use an aircraft that models autoland and a suitable ILS runway, intercept the localiser and glideslope from below, select approach mode, engage the required autopilot channels, and verify LAND, FLARE and ROLLOUT indications. Monitor the approach and be ready to go around.

This answer covers Aviation & Real-World Flying procedures as reproduced in home simulators. Autoland means that the aircraft controls the final approach, flare and touchdown, followed by runway-centreline tracking during rollout where supported. Its accuracy depends mainly on the aircraft model, airport scenery and navigation data rather than the base simulator alone.

What is the difference between an ILS approach and autoland?

An ILS supplies localiser and glideslope guidance, but an autoland system continues beyond that guidance to control the flare, touchdown and usually the initial rollout.

Pressing APP or APPR is therefore not enough. The button only requests approach guidance; the flight mode annunciator shows what the aircraft has actually armed and captured. Our explanation of what must happen after a coupled ILS becomes a true autoland covers this distinction in more detail.

Can every autoland aircraft use every ILS runway?

No; the aircraft systems, simulated system depth, runway installation and operating conditions must all be suitable.

• Aircraft capability: The model must reproduce automatic flare logic and, for a complete autoland, rollout guidance. A basic aircraft may track an ILS perfectly but still have no automatic landing capability.
• Autopilot redundancy: Airliners commonly require two or more autopilot channels, valid radio-altimeter data and agreement between navigation receivers. The exact design varies by type.
• Runway installation: A published CAT II or CAT III ILS is the best choice for realistic low-visibility practice. Autoland can be permitted on some CAT I installations under specific real-world procedures, but that does not authorise CAT III minima or guarantee protected signals near the runway.
• Navigation data: The ILS frequency, identifier and front course must match the runway. Mismatched scenery and navigation databases can place the localiser beside the visible centreline.
• Aircraft limits: Crosswind, tailwind, flap, system and runway limits are type-specific. Do not copy limits from another aircraft or assume that a successful simulator landing would be authorised in real operations.

Full-system simulations of aircraft such as the A320, 737 and 777 often model conventional ILS autoland, but the aircraft name alone is no guarantee. Our 737 dual-channel setup and 777 multi-channel example show how even two Boeing designs handle the automation differently.

Some modern general-aviation aircraft use emergency automatic-landing systems that can choose an airport and manage more of the flight. Those systems are distinct from the airline-style ILS autoland procedure described here and are only available when the specific simulated aircraft reproduces them.

How do I enable autoland in a flight simulator?

There is normally no simulator-wide “Enable Autoland” switch; autoland is enabled by correctly configuring a supported aircraft and satisfying its system conditions.

AI piloting or landing assistance is not the same thing. Assistance features may manipulate controls without reproducing the aircraft’s certified mode logic, and they can conflict with a detailed add-on’s autopilot. For a system-based autoland, use the cockpit controls and judge the result from the flight mode annunciator.

How do I set up an ILS autoland step by step?

A reliable autoland starts with a stable, correctly intercepted ILS and ends with continuous monitoring through touchdown and rollout.

1. Choose a supported aircraft and runway. Start in clear weather, with low wind and normal simulation rate. This makes configuration faults easier to distinguish from weather effects, turbulence or time-acceleration problems.
2. Load and verify the approach. Select the arrival and landing runway in the FMS or flight-management computer. Check that the resulting approach is the intended ILS rather than an RNAV, localiser-only or back-course procedure.
3. Tune and identify the ILS. Confirm the frequency, station identifier and front course. Some aircraft tune automatically from the flight plan; others need manual entries, and some autoland systems require matching receivers on both sides. If this part is unfamiliar, follow our practical ILS setup and capture procedure before attempting an automatic landing.
4. Enter the landing data. Set the calculated approach speed, landing flap, minimums and autobrake. Arm the speedbrake or ground spoilers, and set the missed-approach altitude at the stage specified for that aircraft.
5. Intercept from below. Join the localiser at a modest angle and below the glideslope, with enough distance to configure and stabilise. Capturing the localiser before the glideslope is the normal, predictable sequence.
6. Select approach mode. Press APP or APPR, then read the flight mode annunciator. Confirm that LOC and G/S first arm and then become active; a lit button does not prove either beam has been captured.
7. Engage the required autopilot channels. Engage the second or additional channel only when the aircraft procedure permits it. If another channel refuses to engage, do not repeatedly force it; check the ILS receivers, approach mode and aircraft capability.
8. Complete the landing configuration. Extend the gear and flaps on schedule, maintain the computed speed and finish the landing checklist. Large speed, flap or thrust changes late in the approach can still produce a hard or long autoland.
9. Confirm the autoland status. Look for the expected capability indication, followed later by modes such as LAND, FLARE and ROLLOUT. Names and timing differ between aircraft, so use the model’s documentation rather than expecting one universal display.
10. Monitor the flare without interfering. Keep your controls neutral unless taking over. Joystick noise, rudder-pedal movement or an accidental trim input can disconnect or override the system just before touchdown.
11. Manage the rollout. Select reverse thrust manually after touchdown if required, monitor autobrake operation and be ready to steer. Autoland does not normally taxi the aircraft; disconnect the autopilot at the aircraft’s specified point and leave the runway manually.

How do I autoland an A320?

To autoland an A320, programme the ILS approach, capture it in APPR mode, engage both AP1 and AP2, configure for landing, and verify the expected CAT 3, LAND, FLARE and ROLLOUT indications.

1. Prepare the FMGS. Select the landing ILS in the flight plan and complete the approach-performance data. Verify the ILS identifier, frequency and course; use the radio-navigation page only where the aircraft or add-on requires a manual entry.
2. Set the approach configuration. Enter the correct approach speed and minimums, select an appropriate autobrake setting, arm the spoilers and leave the thrust levers in the CL detent with autothrust operating.
3. Capture the ILS. With one autopilot engaged, approach the localiser from a sensible angle and the glideslope from below. Select APPR and confirm localiser and glideslope capture on the FMA.
4. Engage the second autopilot. Select the other autopilot when approach mode and the aircraft procedure permit it. A correctly configured, fully capable simulation normally displays CAT 3 DUAL; a lower status means that some prerequisite or redundancy is missing.
5. Finish configuring. Lower the landing gear, select the planned landing flap and stabilise at the computed speed. Verify LAND, followed by FLARE and ROLLOUT as the aircraft descends.
6. Handle thrust and rollout. Move the thrust levers to idle when commanded by the RETARD callout. After main-gear touchdown, select reverse thrust as needed, monitor autobrake and let ROLLOUT track the centreline until you take manual control.

CAT 3 DUAL describes the aircraft’s available approach capability; it does not certify the selected runway or grant permission to use zero-visibility minima. If the display shows CAT 3 SINGLE, CAT 2 or no expected autoland status, use the applicable limits and the simulated aircraft’s documentation rather than assuming the flare will work.

What do RETARD and ARM mean during an A320 autoland?

RETARD and ARM are separate indications, not a combined “RETARD ARM” switch that enables autoland.

During an A320 flare, RETARD tells the pilot to move the physical thrust levers to IDLE. Autothrust may already be commanding the flare-phase thrust reduction, but the lever position must be brought to idle before reverse can be selected after touchdown.

ARM means that a displayed mode or system is armed and waiting for its engagement conditions. Its meaning depends on the FMA column and flight phase. Read the complete FMA rather than treating ARM as an autoland confirmation.

Hardware throttle calibration is a common simulator problem here. If the virtual A320 does not recognise the CL or IDLE detent, autothrust can change mode unexpectedly or the engines may retain thrust during the flare. Correct the detent mapping before another attempt rather than compensating with late pitch input.

Why does autoland fail in a flight simulator?

Most failed autolands result from an incorrect ILS intercept, missing autopilot redundancy, conflicting controller input, navigation-data misalignment or an aircraft model without complete flare and rollout logic.

Can I reintercept the ILS if the glideslope does not capture?

You can reintercept only when there is enough distance to descend below the glidepath, establish a sensible intercept and become stabilised before the required approach gate.

Do not dive towards a glideslope from above or command a steep descent to chase it. Extend the pattern or accept new vectors, descend below the beam outside the final approach area, and arm approach mode again if the aircraft requires it. If you are already close to the runway, the correct response is a missed approach followed by a fresh intercept.

Intercepting from below also reduces the risk of following a false glideslope lobe above the normal beam. The raw localiser and glideslope indications should agree with the aircraft’s position and expected descent path before you trust the automation.

When should I abandon an autoland and go around?

Go around whenever the required autoland status is missing, the approach becomes unstable or the aircraft is no longer predictably tracking the ILS.

• The expected dual- or multi-channel status is absent by the decision point specified for the aircraft.
• An autopilot disconnects or the displayed landing capability downgrades below the permitted level.
• The localiser or glideslope deviates significantly, or the visual runway does not agree with the ILS.
• Speed, descent rate, landing configuration or thrust falls outside stabilised-approach criteria.
• A warning, radio-altimeter fault, controller conflict or weather condition makes touchdown uncertain.

Autoland changes the pilot’s task from manual control to close supervision; it is not an unattended landing. Keep the missed approach prepared and your controls available from ILS capture until the aircraft has slowed safely on the runway.