Fly a Vision Jet ILS approach in MSFS: load and tune the procedure, switch GPS to LOC1, capture LOC/GS and fix common Garmin autopilot errors.
In Microsoft Flight Simulator, load the runway’s ILS in the Vision Jet’s Garmin flight plan, verify the NAV1 frequency and inbound course, intercept the localiser from below the glideslope, select LOC1 as the CDI source, then arm APR. Confirm green LOC and GS annunciations; APR alone does not guarantee capture.
Vision Jet ILS procedure step by step
The reliable sequence is to load the ILS, verify the radio setup, join final from below and judge capture by the flight-mode annunciator.
- Prepare the approach. Note the localiser frequency, inbound course, final approach fix altitude, decision altitude and missed-approach instructions. Set the correct pressure and confirm that the runway and ILS identifier match the intended approach.
- Load the correct ILS. Open the procedures controls on the Garmin touchscreen, select the ILS for the landing runway and choose an appropriate transition. Load it while still en route; activate it only when cleared or ready to proceed towards the approach.
- Check NAV1. Loading the approach often inserts or auto-tunes the localiser frequency, but do not assume it has done so. Verify that the ILS frequency is active in NAV1, check the front course and monitor the Morse identifier where the aircraft model supports it.
- Join the approach correctly. Follow the published transition in GPS/NAV mode when flying the full procedure. If being vectored, use heading mode and select vectors-to-final only when vectors are actually being provided; otherwise that option can remove useful approach fixes.
- Intercept from below. Level at the published intercept altitude and use an intercept angle of roughly 20–30 degrees. Capturing from above the glideslope is unreliable and encourages an unstable, excessively steep descent.
- Select the localiser and arm APR. During a GPS transition, the Garmin system may switch automatically from GPS to LOC1 as final approach begins. If it does not, select LOC1 manually before intercept. Press APR and look for white LOC and GS indications, meaning they are armed.
- Confirm both captures. LOC should turn green first, followed by GS when the aircraft meets the glideslope from below. Once GS is green, the autopilot should leave altitude hold and command the descent. Manage thrust, configuration and speed using the checklist and the landing reference appropriate to the aircraft’s weight.
- Land or go around at minimums. Continue only with the required visual reference. Otherwise use the go-around control, establish the correct pitch and power, and follow the published missed approach; the Garmin may also require the missed-approach legs to be activated or unsuspended.
The Vision Jet uses Perspective Touch/G3000-style avionics rather than a G1000, but the underlying source-selection and capture logic is similar. Our Garmin GPS-to-VLOC and APR explanation is useful if those indications are unfamiliar.
Should the Vision Jet CDI show GPS or LOC1?
It should normally show GPS while following the arrival or approach transition, then LOC1 for the ILS final approach. A magenta GPS course can lead you towards the runway, but it cannot capture the radio localiser or glideslope.
Watch the flight-mode annunciator at the top of the primary flight display. White LOC or GS means armed; green means captured. A mistake we see constantly is treating the illuminated APR button as proof that the approach has captured.
Why will the localiser or glideslope not capture?
Most failed captures come from the wrong navigation source, an inactive frequency or joining the glideslope from above.
| Symptom | Likely cause | Correction |
|---|---|---|
| CDI remains on GPS | An RNAV procedure was selected, or automatic source switching did not occur | Confirm that an ILS is loaded, tune NAV1 and select LOC1 manually |
| LOC stays armed | Wrong or standby frequency, steep intercept, wrong runway course or weak signal | Verify the active frequency and front course, then re-intercept at a shallow angle |
| LOC captures but GS does not | The aircraft is above the glideslope, APR was not armed or the vertical mode was changed | Do not dive after the beam; level off, reposition below it or go around |
| GS is white but the aircraft stays level | The glideslope is armed but has not been intercepted | Maintain the published altitude until capture; expect GS to turn green before descent |
| Needles move in the wrong direction | The wrong runway, back course or navigation source is selected | Recheck the approach identifier, frequency, front course and LOC1 source |
Can the Vision Jet autoland from an ILS?
No. APR provides a coupled localiser and glideslope approach, but it does not make a conventional Vision Jet ILS an automatic landing. The pilot must monitor speed and modes, configure the aircraft, decide at minimums, disconnect as required and perform the flare and touchdown.
Some real-world Vision Jet variants have an emergency automatic-landing system, and individual simulator aircraft may model parts of it. That feature is separate from pressing APR for a normal ILS approach.
Does the procedure change between MSFS 2020 and MSFS 2024?
Only the precise touchscreen layout and aircraft implementation may differ; the required sequence of tuning, source selection and LOC/GS capture is the same. For simulator-specific details, compare our MSFS 2024 ILS setup and capture procedure with the equivalent MSFS 2020 workflow.
When button positions or automatic tuning behaviour differ, trust the active NAV frequency, CDI source and green flight-mode annunciations rather than assuming the avionics have completed each change automatically.