Lol, thanks Nemo...this was one of the first things I learned when doing an ILS approach...I found out quickly that i did that correctly as the BEEP BEEP came on....unfortunately after landing, I couldn't turn off the bleeding thing even after swtiching back to GPS! lol

Jim,If you use default 737 or 747 make sure nav selector is on nav not on gps.Harry

Lol, thanks Nemo...this was one of the first things I learned when doing an ILS approach...I found out quickly that i did that correctly as the BEEP BEEP came on....unfortunately after landing, I couldn't turn off the bleeding thing even after swtiching back to GPS! lol

Are you sure you're not hitting the NAV1 switch on the radio panel? The slow steady boop boop boop is the outer marker and you will hear it in FS even if you're not on the localizer.Someone a few months back had this same question, see my response in the thread:http://forum.avsim.net/topic/291302-ils-approach/page__view__findpost__p__1804774

Interesting post Ryan, in your previous response you quoted from the other thread.You also make the point that it might be better to start with a simpler aircraft, like even the good old C172. I think many of us try to become an instant airliner captain, where we are really a newby to any form of flight (simulated or real), not sometimes realizing the years and thousands of hours a real airline captain needs to put into flight, plus the endless study of regulations and procedural stuff. I have only several hundred hours of real flight, and have never graduated from the C172, but of course this doesn't stop me from trying to fly the PMDG MD11 (probably the most complex of them all at the moment). :)Thanks, Bruce.

This might help...http://www.navfltsm.addr.com/ils.htm

I don't think this has happened to me, but some folks have problems at airports like KLAX where the ILS localizers on each end of the runway share the same frequency. IRL there is a switch in the tower that allows only one of the pair to radiate, but in FSX both runway ends are active. Also, FSX always enables the signal in the reverse (back course) direction, so there is the possibility of receiving either the correct (front course) signal or the incorrect (back course) signal from the opposite end (localizer is actually closer to you as well). You might ensure the morse code/ EHSI is showing the correct (front course) ident before engaging NAV/APP.scott s..

Firstly, I want to thank everyone here for your input and knowledge which I can say with a huge smile that it worked. As soon as I got home last night, I fired up the sim and loaded a good flightplan I keep handy as a practice flight which is from Heathrow to Charles DeGaulle. Good enough distance for any jet aircraft to test out theories, practical applications and of course, the wise knowledge of fellow simmers. Anywho, I left Heathrow in the default B737 and headed to DeGaulle, When I was around 76 miles, I received my message from ATC of my position and instruction for heading and altitude. I received my vectors and after tuning in the runway, I got my beeps. About 11-12 miles out I stuck my cheese in the wind, hit the auto approach button and VOILA, the aircraft started it's turns and decreased the alititude and throttle. Everything worked beautifully! I was rather stupid looking to anyone who didn't know what I was excited about but since I was alone, I didn't care. The ONLY issue I had was that I was technically second in line to land (behind a slowpoke Embraer) I wound up overshooting the aircraft, (muscled my way in more like) and landed with the only thing I forgot was to disengage all auto pilot functions so I hit the hard deck hard (will work on that), but otherwise, I was so happy to have finally flow a complete flight with IFR and ILS.This novice pilot is moving up...slowly but very happy.Thanks again guys!Jim

That's great Jim, nice to hear you got it sorted out. And special congratulations on managing it if you happened to be flying with real world weather downloads, which I was doing in the other direction to you last night, from Cherbourg to Manchester, and that weather was something fierce. Check out this screenshot of the weather at Cherbourg as I was lining up for take off:Al

I did fly a real world weather scenario a few days ago, not realizing until I broke through the clouds that there was a winter storm...That flight I landed manually with an Air France B747-400...not an easy task, especially trying to taxi the 50 miles to the gate...DeGaulle is a monster! lol

Here's my 2 cents, Jim ---- I have never gotten much beyond the novice stage myself, and, actually, I seem fairly content there!I mostly fly default ac, or CS, or QW, in the *lite* mode. I fly the default 738 frequently using the 2D panel mostly. I usually fly GPS direct because you can always see how far from your destination you are. I usually fly in fair weather and sometimes at night. I like the eye candy and enjoy watching the airplane and scenery in locked spot and other views. The bad weather in the game only lasts for a few miles anyway.I let ATC (IFR) direct me (heading/altitude) all the way to the localizer. Even if I leave the airport of origin VFR I then refile IFR about 140 miles or so from the destination. (occasionally I use the default GPS generated approaches)I try to plan the fuel and payload so as to arrive weighing about halfway between the low and high points, on the Kneeboard Reference Page, with 30 degrees or full flaps.Speed and weight are critical on landing. I use the Auto Pilot and Flight Director all the way to the rwy threshold, unless atc assigns a visual approach. Damn, I hate that!Sometime during the flight(or even before leaving the gate) I enter the code for the arrival airport into the GPS and go to the page with all the radio frequencies. I guess at the assigned arrival runway and enter that frequency in the NAV 1 radio. I enter the course heading for that rwy at the same time. Then I guess again and enter that frequency in the NAV 1 radio standby, as a sort of back up guess. I sometimes go to the custom weather settings in FSX and change the wind direction to favor my first guess. Actually I have the wind turned entirely off in FSX, but changing the wind direction still works. (never use real world weather as my flying pc is offline)About 120 miles out I start slowing down to about 260 kias. When atc starts your decent (I use mostly 1800ftpm) with Speed Hold on and set to 260 the ac still descends at about 280 kias. I find that during the descent you have to continually adjust(play with) the speed and vertical speed to achieve your desired results. Just cuz you have it set on the gauge doesn't mean that's where it's going. Seems strange to me.When atc assigns the actual arrival runway I immediately check it against what my guess was and if it varies I go back to the GPS radio frequencies and get the correct one and enter it in the NAV 1 radio active (don't need to enter anywhere else). I also adjust the Course Indicator to reflect the correct rwy heading. You do not have to have the radio frequencies and course headings entered on the FO side of the panel. At least not on the default ac or the QW or CS planes. I've never done it. Maybe it's automatically entered on both??? Never looked.When I get down to about 15,000 I set the speed hold down as far as 220kias and use the speed brakes to get the airspeed below 250 kias by the time I get to 10,000ft at which point on go the landing lights.When atc gives me final vectors to the localizer I simply engage APP Hold right after I set the heading and altitude and leave the Auto Pilot as is with Heading Hold and Altitude Hold engaged. By now I have the Speed Hold disengaged and am manually working the throttles. (I reset the Speed setting to 250 KIAS in case of a go around or missed approach though) On the 738 I maintain about 155-160kias on the glideslope. About 100 ft above the threshold I disengage the AP, retard the throttles and flair slightly---touching down at about 150kias. I sometimes deploy the speed brakes before touching down if a little fast.When the tower clears me to land and says *follow the aircraft on final* or *follow the aircraft on the runway*, or anything like it, no doubt you'll get a *go around*. In those cases I pause the sim and set the ai traffic slider to 0. When you unpause the sim the traffic is gone and you won't be told to go around. Going around adds another 20 minutes or so to your flight. PITA!Also there are some airports with buggy landing stuff--- St Louis comes to mind. Someone mentioned the localizer lines you up with the parallel taxi way, etc. That happened to me arriving at Lambert(KSTL!) It does happen. Last couple times I flew to O'Hare from Denver atc vectored me so far south I ended up practically over Gary, IN and I missed the localizer entirely. Reflew it and same result!!??? FSX is not perfect. I swear atc forgot me entirely at ATL one time. So, it's not always you that's goofy!Bruce

Also there are some airports with buggy landing stuff--- St Louis comes to mind. Someone mentioned the localizer lines you up with the parallel taxi way, etc. That happened to me arriving at Lambert(KSTL!) It does happen. Last couple times I flew to O'Hare from Denver atc vectored me so far south I ended up practically over Gary, IN and I missed the localizer entirely. Reflew it and same result!!??? FSX is not perfect. I swear atc forgot me entirely at ATL one time. So, it's not always you that's goofy!Bruce

Not buggy, normal. Lambert is one of those that have an offset localizer. That's why approach charts are important - if the localizer deviates from the runway or if the glidelsope angle in non standard, this will be reported in the chart. It will also give you the missed approach procedure just in case. For good practice, have the chart handy any time you do an ils aproach even in good weather and check your progress against the chart. Autopilots can make errors, it's good practice to be following along.some additional info.http://en.wikipedia.org/wiki/Localizer_Type_Directional_AidVic

Not buggy, normal. Lambert is one of those that have an offset localizer. That's why approach charts are important - if the localizer deviates from the runway or if the glidelsope angle in non standard, this will be reported in the chart. It will also give you the missed approach procedure just in case. For good practice, have the chart handy any time you do an ils aproach even in good weather and check your progress against the chart. Autopilots can make errors, it's good practice to be following along.some additional info.http://en.wikipedia.org/wiki/Localizer_Type_Directional_AidVic

Well I'll be dipped! Vic --- That is very interesting (not that I understand it all)!! I believe it was indeed 30L at STL that I was referring to and it is, in fact, on that list! At the time (couple years ago) I posted a question here about that situation and a guy who lives in the STL area replied and said it was a known problem in FSX at STL(I think that's what he said) and he did send me a fix for it. I looked and don't have anything in my file now on who that was or what he sent though. Anyway, like I said, I'm little more than a novice at this. Although I have looked at a few charts (makes me dizzy) I don't know how to read them very well and probably won't get that advanced with FS. If there was a FS school somewhere I'd seriously consider going to it!Thanks for the information. I've read many of your posts over the years ---- you're one of the go to guys here.Bruce

Hey Bruce - A lot of times someone will think that something is a 'bug' much like you did and create a fix for it and then pass it on. There are programs around where you could modify the STL approach vector so it was right on but it would be incorrect. If you run into it again, search for the approach plate and also search for airport info, it shoiuld tell you if the ILS is offset.If you like flying IFR, take the time to get familiar with approach plates. You won't be sorry.Vic

Hey Bruce - A lot of times someone will think that something is a 'bug' much like you did and create a fix for it and then pass it on. There are programs around where you could modify the STL approach vector so it was right on but it would be incorrect. If you run into it again, search for the approach plate and also search for airport info, it shoiuld tell you if the ILS is offset.If you like flying IFR, take the time to get familiar with approach plates. You won't be sorry.Vic

Vic - Thanks for the link (bookmarked it) and tips. Till now I haven't been motivated enough to learn the more technical stuff. I do find it fascinating though. In a few minutes I'm leaving for our quarterly Colo. Simmers meeting at which Bob Scott and Bill Bloodworth, two highly experienced real world pilots, are attendees. I will suggest that one or both have a seminar on chart reading at our next meeting. Thanks again.BrucePS - Years ago Jepp Jeppeson was a client of our travel agency and I didn't really know who he was or what he did other than he was envolved in aviation somehow. We had him waitlisted on a UA flight on one occasion, and the flt was badly oversold, so he said never mind I'll call Dick (Ferris, Chairman of UAL)!! Guess what? The seat cleared! That's when we realized he was someone quite special. Nice guy willing to sit and chat. He might have been able to teach me something, eh?

Vic - Thanks for the link (bookmarked it) and tips. Till now I haven't been motivated enough to learn the more technical stuff. I do find it fascinating though. In a few minutes I'm leaving for our quarterly Colo. Simmers meeting at which Bob Scott and Bill Bloodworth, two highly experienced real world pilots, are attendees. I will suggest that one or both have a seminar on chart reading at our next meeting. Thanks again.

Bob Scott is one sharp dude. In addition to his flying skills he is really sharp on the sim hardware end so pick his brain as much as he will allow.also check this:http://www.abacuspub.com/freepress/UnderstandingApproachPlates.pdfVic

Bob Scott is one sharp dude. In addition to his flying skills he is really sharp on the sim hardware end so pick his brain as much as he will allow.also check this:http://www.abacuspub.com/freepress/UnderstandingApproachPlates.pdfVic

Vic ---- just now saw this . Thanks for the Abacus approach plate doc. Our meeting was great. Three new guys showed up and all three are VATSIM controllers (found out Bob Scott is also a controller). Noah Bryant, one of the first time attendees, is also the developer of FS Kneeboard. We have some serious experience in this little group!! Next meeting, in March, is going to be a full blown presentation on VATSIM flying, plus Noah will go over FS Kneeboard which is, in fact, about approach plates and charts on an I-Pad. I will see to it that we have an in depth seminar on plates and charts for the following meeting in June! Thanks again for your input.Bruce