Learn how to perform an autoland in a flight simulator, including ILS setup, autopilot channels, flare, rollout and failed-capture fixes.
To perform an autoland in a flight simulator, select an aircraft and ILS runway that support it, configure the approach, intercept the localiser and glideslope from below, engage the required autopilot channels, and verify the aircraft’s autoland status and FLARE/ROLLOUT modes. Monitor continuously, then use reverse thrust and take over for taxi.
In aviation and real-world flying, autoland means more than leaving the autopilot engaged during an ILS. The aircraft controls the final approach, flare and touchdown, plus runway-centreline tracking during rollout where supported. In a home simulator, the fidelity of this sequence depends mainly on the aircraft model rather than the base simulator.
What is the difference between an ILS approach and autoland?
An ILS approach provides localiser and glideslope guidance, while autoland uses that guidance as part of a multi-channel automatic landing system. A coupled ILS may fly accurately to minimums but still require the pilot to disconnect the autopilot, flare and land manually.
Pressing APP does not by itself establish autoland capability. If tuning, identifying and capturing the ILS is the unfamiliar part, our Microsoft Flight Simulator guide to setting up an ILS covers that foundation.
Can every aircraft and runway perform an autoland?
No. The aircraft, runway guidance and simulated systems must all be suitable.
- Aircraft: The add-on must model autoland, including the required autopilot channels, flare logic and preferably rollout guidance. Some simplified aircraft can follow an ILS but cannot flare or track the centreline after touchdown.
- Runway: For realistic operation, use a runway with a published CAT II or CAT III ILS. A simulator may permit an automatic landing on another ILS runway, but that does not make the procedure realistic or authorised in real flying.
- Navigation data and scenery: The tuned frequency, course and runway must agree. Older scenery or mismatched navigation data can place the localiser beside the visual centreline.
- Conditions: Observe the aircraft’s wind, system and configuration limits. These differ by type and sometimes by variant, so do not copy limits from another aircraft.
A successful home-simulator autoland is not proof that the equivalent real aircraft and runway are approved for it. Real operations require certified equipment, protected ILS signals, trained crews and the operator’s procedures.
How do I set up and fly the autoland?
- Choose a known supported combination. Begin with a documented autoland-capable aircraft, a suitable ILS runway, low wind, good visibility and normal simulation rate. This separates setup errors from weather and visibility problems.
- Programme and verify the approach. Enter the arrival and runway in the FMS, then set or confirm the ILS frequency and front course. Where the aircraft requires both navigation receivers, check both sides. Identify the station and compare the raw localiser and glideslope indications rather than trusting the route display alone.
- Enter the landing data. Set the landing flap, approach speed, decision minimum, missed-approach altitude, autobrake and any required radio-altimeter minimum. Arm the speedbrake or ground spoilers according to the aircraft procedure.
- Arrange a stable intercept. Approach the localiser at a sensible angle and capture the glideslope from below. Being too high is one of the most common reasons an autoland attempt never acquires vertical guidance. For a 737, our descent and approach-configuration procedure explains how to arrive at the intercept correctly.
- Arm approach mode. Select
APPand watch the flight mode annunciator. Confirm that the localiser and glideslope arm and then capture. The annunciator is the source of truth; an illuminated approach button does not prove the aircraft is following both beams. - Configure without destabilising the aircraft. Extend the landing gear and flaps on schedule, maintain the calculated approach speed and complete the landing checklist. Large late speed or configuration changes can cause a float, hard touchdown or loss of tracking.
- Engage the required autopilot channels. A typical dual-channel autoland requires both autopilots, but the permitted engagement sequence varies. Follow the aircraft documentation and confirm that the expected dual-channel or autoland status appears. If the display remains in single-channel operation, do not assume it will flare automatically.
- Monitor the mode sequence. Check localiser and glideslope tracking, speed, thrust, radio altitude and the flight mode annunciator. The expected indications normally progress to an autoland or LAND status, followed by
FLAREand thenROLLOUT, although the exact wording differs by aircraft. - Let the system flare. Keep your hands ready but avoid control inputs unless taking over; a noisy joystick axis or an accidental input can disconnect or override the autopilot. Confirm that thrust reduces as expected. Some aircraft retard it automatically, while others prompt the pilot to move the thrust levers to idle.
- Control the rollout. Deploy reverse thrust manually unless the aircraft documentation says otherwise. Autobrake can provide the braking, and rollout guidance may hold the centreline. Disconnect the autopilot at the point specified for the aircraft, stow reverse thrust and taxi manually.
Boeing and Airbus autoland differences
| Item | Boeing 737-style operation | Airbus A320-style operation |
|---|---|---|
| Autopilots | Normally both CMD channels for a dual-channel autoland | Normally AP1 and AP2 with APPR mode |
| Key indications | Verify dual-channel operation and the model-specific FLARE and ROLLOUT annunciations | Typically CAT 3 DUAL, followed by LAND, FLARE and ROLLOUT |
| Thrust in the flare | Autothrottle normally retards thrust automatically when correctly configured | The RETARD call prompts the pilot to move the thrust levers to idle |
| After touchdown | Rollout guidance may steer; reverse thrust remains a pilot action | Rollout guidance may steer; reverse thrust remains a pilot action |
Exact annunciations and engagement timing vary between aircraft generations and simulator add-ons. For the type-specific sequence, use our complete Boeing 737 dual-channel autoland workflow.
Why does autoland fail in a flight simulator?
Most failed autolands come from an incorrect intercept, missing autopilot channel, conflicting control input or aircraft model that does not reproduce the complete system.
| Symptom | Likely cause | Fix |
|---|---|---|
| Glideslope never captures | The aircraft intercepted from above, the wrong ILS is tuned, or APP mode was armed too late | Verify the ILS and re-intercept from below; go around rather than diving for the beam |
| Second autopilot will not engage | Approach mode is not established, radio settings disagree, or the add-on lacks multi-channel support | Cross-check both sides and the documented engagement sequence; use a supported aircraft if necessary |
| Aircraft remains in single-channel mode | The autoland prerequisites have not been met | Do not continue expecting an automatic flare; correct the setup or go around |
| Aircraft tracks beside the runway | Wrong front course, back-course capture, or scenery/navigation-data misalignment | Check the station ident and raw indications, then test a known supported runway |
| Autopilot disconnects near the flare | Joystick noise, conflicting assistance features, a simulated failure or incomplete flare logic | Add a small axis dead zone, disable conflicting piloting assistance and confirm the aircraft supports autoland |
| Landing is long or hard | Incorrect approach speed, unstable configuration, excessive wind or improper thrust handling | Recalculate the landing data and repeat in calm conditions with an early, stable setup |
| No centreline steering after touchdown | ROLLOUT was not armed, is not modelled, or a control input cancelled it | Take manual directional control and review the aircraft’s rollout capability |
Go around if the expected autoland status is absent at the aircraft’s decision point, the approach becomes unstable, an autopilot disconnects, the ILS deviates significantly or any warning makes the landing uncertain. Autoland changes the pilot’s job from manually flying to closely monitoring the automation; it does not remove the need to intervene.