Well, it is a daft question in a way, as it seems so obvious, but so many landings go awry (well, 10-20% maybe, enough to annoy me) that I wonder what I am doing wrong - or is it the programme? Surely if it were me, all my landings would go the same way??I usually switch on the APR button after I have been given instructions by ATC to maintain my altitude until I hit the glide path: once the plane's turn begins to straighten out towards the runway, that's when I switch on APR. Often the plane (we're talking Boeings and Airbuses here) intercepts the ILS signal fine and then descends towards the runway. (Quite often it wants to come down well short of the threshold, but that's a subject of other posts I have made).Sometimes though, as soon as the plane intercepts the ILS signal, it immediately turns away from the airport, maybe 180 degrees away; it also may head upwards at a crazy angle and then stall. I have no idea where it wants to head for - it may do this even if there are no other airports in the vacinity. If I disengage AP immediately and turn back to the airport, then re-engage the AP/APR, the same thing can happen - but trying a third time usually then finally sets the plane on the right course. (By which time it's too late - I'm far to close to the runway and way too high and/or off alignment, and I have to go around)..... Runway 14 at Sapporo, Japan, yesterday was a nightmare from this point of view, for example.Needless to say (but I'm saying it anyway!) I double check the NAV1 & NAV2 frequencies, that there is a glidescope for the runway I'm landing on (not just a back course) and that I am hitting it from just below; my speeds, flaps etc. etc. I just can't fathom why, say 15-20% of ILS landings end this way. Is it a glitch that others have found too? When do others hit the APR?Thanks,Martin S.

In real life I will hit the APR button when established on the approach, lined up with the runway and holding published altitude just short of the outer marker (this is usually just shy of where you will intercept the glide slope). Many times when ATC clears you for the approach, that is exactly what you are cleared for the approach... you might not be lined up with the runway yet. I recommend you download the appropriate approach plate or use Simcharts/Simplates/Final Approach so that you can follow that approach either by radio navigation or GPS. If you want to use the autopilot for the approach use the altitude hold and Nav or HDG function until you are established on runway heading nearing the glide slope intercept, then press the APR button. Also check to see if the approach you are flying is a back course, this will not have a glide slope available (similar to a Localizer approach) but also requires using the back course button because the signals are for a heading 180 degrees to that which you are going (sounds familiar from your post).Hope this helps,Zane

For only $10 you can have a current set of US approach plates on DVD from Sporty'sCheck it out: http://www.sportys.com/chartviewer/Enjoy,Zane

Well, this pretty much describes what I do (I use FS Nav to monitor the approach). Maybe I should wait just a while longer and become more exactly aligned with the runway by adjusting the HDG setting - I usually hit the ILS at an angle of 10 degrees or so, and the AP then lines the plane up itself. As I said in the original, I do check for true GS, not back course, so I can't fathom the 'about turn'..Thanks

RE: the "about turn" make sure the autopilot nav source is set to "Nav" and not "GPS" as this can cause problems.Also make sure that you are below glide slope when you press the APR button, you cannot descend down into the glide slope, you have to intercept from below.That's all I got for now.Zane

Hi Martin:I am just wondering if you are switching to Nav from GPS on your approach.The reason i ask this is sometimes I have forgot to and the aircraft seems to do the same thing you have stated.could be wrong but its just a thought......cheers...Brent

Yes, you should switch from GPS to NAV on approach if you are using the ILS. You can also do a GPS approach, but that is another topic. Make sure you are on Nav mode and that the runway heading is dialed set on the VOR (the course) and you should be set. You can get the runway heading by opening up the map and double clicking the airport.

Hi Zane:I`m not stepping on your thread if you look at the time you will see that I just type real slowwwwwwww...lol

No Prob... two minds are supposed to be better than one :)Zane

A fairly simple 'rule of thumb' is to wait for the localiser marker on your PFD to start moving. Then hit the approach-hold.Of course, do ensure, as has been stated above, that you are set to NAV, and that your speed is slow enough...I usually go for approx 185kts at localiser interception.If you hit the approach-hold before you get to the localiser, some aircraft will go all over the place, or so I've found - it may be confused by back-course, or maybe somewhere else with the same frequency...I don't know...I just wait for the marker to start moving; that has never failed yet!If the aircrqaft is like an Airbus and has a seperate LOC and APPR hold, I engage the LOC as soon as the marker moves (if you use Eric Marciano's panel, you can see the localiser on the Nav display as a long dotted line too, which helps), and then engage the APPR hold as soon as thte glideslope marker moves.

I am definitely on NAV, not GPS. I tried out a few approaches yesterday evening, only switching on the APR when I had intercepted the ILS beacon (as shown in FS Nav). It's early days yet, but this seemed to work fine. Maybe I was just switching on the APR a bit too soon?? I'd like to know when a real 737/747 pilot would switch on the GS hold, should anyone be/know such a person!Thanks,M.

I usually turn on APR as soon as ATC tells me to turn a certain heading for the intercept. At this stage, both HDG and APR are on.I do notice, though, that at certain airports where there is no glideslope or where the glideslope doesn't "register" until late, then, as soon as the needle starts moving, the AP will disengage the altitude hold and shoot straight up. At this point, I have to turn it back on, and descend manually by adjusting the altitude. I'm sure it's a bug with FS.

I don't believe it is considered a good idea not to select approach, until the glideslope indicator is moving, normally about 1 1/2 to 2 dots below glideslope. You have to watch, though as often the FS ATC has me interecept the localizer right at glideslope altitude.scott s..

I believe that this is a glitch - can't imagine that real 747s pitch up to 80 degrees under the same circumstances! I now leave the APR off until I have aligned myself exactly with the runway, not just at the 10deg angle, or whatever, at which ATC leaves me when it tells me to contact the airport tower. By then I am on the GS, from below of course. This way I have not yet had a landing go wrong. Maybe this is the key...Martin

One thing that never seems to get mentioned-in the real world this is very autopilot specific (make ,brand, Ga autopilot/heavy jet). The stec 50 on my Debonair requires that you be established within 1 dot before selecting Apr. The century IV on my baron just requires the needle to be moving (interception).Which make of autopilot does fs model? Some generic gobbly gook that does all, but nothing well-a Mcdonald's middle of the road. It trys to function for Ga flying, and heavy jet flying-and does neither well...Therefore-I'd wait until you are established.Another tirade for more realistic instruments in the next version of fs-there should be included a few different makes of autopilot that look and work along the lines of their real world counterparts-along with many other instruments. The outside views are great-almost photo real-it is time to start working on the inside views....http://mywebpages.comcast.net/geofa/pages/rxp-pilot.jpg