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Use this continuation after the ILS landing configuration. It covers the simulator’s dual-autopilot approach, flare and stopping sequence. A single autopilot tracking the ILS does not establish autoland: both channels and the required armed modes must be verified. The instrument landing system (ILS) supplies lateral guidance through the localizer and vertical guidance through the glide slope. The mode control panel (MCP) sets autopilot targets. VREF is the reference landing speed for the selected weight and flap setting. AGL means above ground level. Cockpit labels such as APP, CMD A and FLARE keep their panel spelling below.

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Prepare before intercept

Read the selected approach chart in these docs. For the Canberra arrival, use ILS-Y runway 35. Keep its frequency, identifier, inbound course, distance reference, minimums and missed approach together.
  1. Tune both navigation receivers to the published ILS frequency and verify both identifiers. Set both courses to the published inbound course. The radio controls list the tuning and swap actions.
  2. Verify the flight directors and autothrottle arm state. These controls toggle; inspect their current states before pressing them.
  3. Establish the landing flap setting and its VREF from the aircraft’s APPROACH REF page, with the applicable speed correction. Verify the accepted selection, not just scratchpad text. The scenario’s initial 220 kt is not a landing speed. The CDU operation guide explains page reading and entry verification.
  4. Select the approach speed on the MCP and confirm the selected value. Configure gear, flaps, engine-start switches and speedbrake as their checklist conditions occur.

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Capture the ILS

Approach on a suitable intercept heading, preferably within 30° of the localizer course, with the glide slope above the aircraft. Arm APP once using cockpit_mcp_and_autopilot, action app. Read the flight-mode annunciations. Initially VOR/LOC and G/S should be armed. Localizer capture changes the active roll mode to VOR/LOC. Glide-slope capture changes the active pitch mode to G/S and establishes descent. A lit APP button alone proves neither capture. If capture fails, use the go-around procedure and the chart’s missed approach. Do not repeatedly toggle APP or attempt to recover the glide slope from above close to the runway.

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Engage and verify the second autopilot

With CMD A flying the coupled ILS and APP selected, call cockpit_mcp_and_autopilot with action: "cmd-b-hold" once. The default hold is three seconds. If CMD B was engaged first, use cmd-a-hold instead. A short CMD press changes channels; it does not establish dual-channel operation. Engage the second channel promptly after capture, while still above approximately 1,500 ft height AGL. The pilot guidance records an 800 ft radio-altitude engagement lockout; do not defer engagement toward that limit. The exposed flight-instruments.height-agl is simulator height above terrain, not a dedicated radio-altimeter annunciation. Read both CMD lights and the armed modes. Around 1,500 ft, verify: There is no dedicated LAND 3 annunciation in the current tool catalog. Use the available mode and channel evidence; do not claim to have observed LAND 3. If FLARE has not armed by 350 ft, or a channel drops, discontinue the autoland and go around. Do not press the CMD buttons repeatedly to repair a late channel loss.

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Keep the approach stable

Once G/S capture and a steady descent are confirmed, set the chart’s missed-approach altitude on the MCP at the checklist’s stated condition. Recheck the active pitch mode immediately afterward. If G/S is lost with the selected altitude above the aircraft, the autopilot can climb toward that selected altitude. Continue monitoring airspeed, altitude, height AGL, vertical speed, both CMD lights, flight modes and localizer/glide-slope deviations. Do not switch to heading, vertical-speed, level-change, LNAV or VNAV modes to repair the approach close to the runway. Use the chart minimums and required visual-reference decision; an armed autoland does not waive them. Finish the landing configuration and verify it: Keep the autothrottle engaged and monitor its mode. Apply the required CONT selections through the engine controls.

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Flare and touchdown

With verified autoland operating normally, monitor rather than manually flaring or pulling the thrust levers. The pilot guidance describes FLARE becoming active around 50 ft and automatic thrust retard around 27 ft. Confirm the actual mode changes and thrust response; heights alone do not prove they occurred. At touchdown, verify ground contact and that ROLLOUT is active. Continue monitoring direction, speed and deceleration. Autoland is not a taxi controller.

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Decelerate and stop

  1. Verify speedbrake deployment. The brakes-flaps-and-gear.speedbrake-lever reading should move toward the fully deployed position.
  2. After touchdown, use cockpit_engines_and_thrust, action reverse-thrust. This holds maximum reverse for five seconds, then releases to idle. Check both reverser readings and ground speed between calls. The pilot guidance stops reverse use at about 60 kt; never command reverse while airborne.
  3. Monitor autobrake deceleration. Manual braking can disarm autobrake. If deceleration is inadequate, use brakes or brakes-max in cockpit_brakes_flaps_and_gear; the normal brake press lasts three seconds.
  4. Once slow and straight, disconnect the autopilot using cockpit_mcp_and_autopilot, action ap-disconnect. Recheck the CMD lights and ground speed.
  5. Follow the aerodrome layout and the assigned exit. Reduce to a suitable taxi speed before turning; the pilot guidance uses approximately 10–20 kt. Read the joystick-override state before toggling it on, then use small rudder-control inputs in cockpit_flight_controls, checking heading after each input and returning the input to zero when straight.
  6. Stop where the scenario requires. Verify the aircraft is stopped before applying the parking brake. Complete the after-landing procedure and set the run phase to arrived once stopped.
If the scenario asks only for a stop on the runway, do not add an unnecessary taxi task. Source: adapted from the project’s landing and ILS final guidance; control names and input values checked against the current cockpit catalog. These links are attribution; the operating sequence is included above. Simulator flight verification remains pending.
Last modified on October 30, 2026