ILS Approach?

In FS9 and FSX all default airports have the back courses of ILS/LOC navaids enabled. If the ILS system on each end of a runway or close proximity runway shares the same frequency, you will mostly get the incorrect LLZ/GS until you are within just a couple of degrees of he extended runway center line. You can either fix the airport scenery by using ADE9X (freeware) or AFX (payware) or typically for non-addon default airports with afcad v221 by opening up the airport, going to the navaid list, cicking properties, and turning off the back course.You can catch this error by checking the ILS/LLZ identification on the PFD annunciator or morse code audio where visual ID is not available. (The audio Morse Code ID is shown on charts.) The ID will switch between the available shared frequency ILS/LLZ IDs. This will catch the backcourse problem indicated in the first paragraph.Where the simultaneous shared frequency occurs it will also lead to confusion as you work your way around the airport pattern dictated by ATC. You'll get false GSs falling through, and incorrect DMEs to the LLZ where receiving the incorrect one.Once I'm taking ATC vectors I'm using HDG and ALT controls on the MCP/AP. If there is a VOR on the field I'll switch NAV 2 to it so it displays on the nav display. I'll have the ILS on the NAV2 standby frequency ready to switch. What this does is use the VOR to point in the general direction of the field so I know what the general inbound bearing is as I work my way around. I'm talking about a VOR compass type needle similar to an RMI indication, not the h/v indicators. For those having a GPS display check your indicated bearing to the airport and start turning inbound when it approximates the inbound heading to the runway.When the ID of the LLZ is correct and it starts to center and the VOR needle points correctly to almost the inbound heading I will steer the aircraft inbound with HDG and recheck the ID. I will then first engage LOC/VOR on the MCP. At that point I'll switch NAV2 to the LLZ/ILS frequency. After again the ID is confirmed and the GS indicator is above center when it comes alive as it starts to drop I'll engage APP. Note that on aircraft like the PMDG 737 you can not enable both CMD1 and CMD 2 until within a certain above ground altitude, usually two thousand feet, as required for CAT III autolands.