Let's see if I can help.  Here is the way I fly an ILS approach in 737...

After you file your initial flight plan, open the map function and click on the destination airport.  Scroll to the bottom and you find a list of all the runways with their corresponding ILS frequencies and headings (these will be valuable as ATC vectors you into the airport)

While flying, I am assuming that you are using autopilot (F/D is engaged and you are tracking GPS or heading, A/T is engaged, and altitude hold is on).

Once you are less that 100 miles from the airport, ATC will vector you to the correct heading for landing and will request that you begin descent.  After ATC has given you the vectors to the airport, put the ILS frequency into the NAV 1 radio and set the course indicator to the runway heading.

When you are about 15 miles from the airport, ATC will position you at a 30 degree angle to the glideslope path so that you can properly intercept the localizer.  By now you will be at 2,000 feet, flaps at 10 with a KIAS of approximately 170.

On the autopilot funtion, click on NAV (also make sure that the swith is turned to NAV and not GPS) and the plane should intercept the localizer and begin turning toward the runway.  Once this happens, click on APR (approach) and turn off the altitude hold.  The plane will now begin to descend on the proper glideslope toward the runway.

At 8 miles out, drop the landing gear, reduce speed to 140 - 145 KIAS, increase flaps to 30 and arm the spoilers (this will slow you down on the runway).

About 1 mile from touchdown, turn-off the F/D, A/T and Autopilot (you can now fly the rest manually).  About 200 feet above the runway, increase the trim slightly and idle the engines for the flare landing.

By now you should be safely on the centerline, spoilers engaged with the engines in reverse thrust.

Happy Landings!!!

Well, you're not allowed to disengage the AP and land manually in CATII conditions, heck in the real world you'd need atleast 2 autopilots to legally make a CAT III autolanding. Problem is, the default planes have just one autopilot and it's not designed to actually flare the aircraft for you so I guess it's up to you to do whatever suits your needs

In your case, Personally, I'd turn off the AP (screw the FAA/JAA...)but keep the Flight director on if you wish...doesn't really matter, A/T engaged. But that's just me...I never trust the default autopilot  

For CAT III A landings, the DH is 0 feet, but you must have a RVR of at least 400m, for CAT III B the RVR is 200m...the most extreme is CAT IIIC where the RVR limit is ZERO, aswell as the DH...but if my memory serves me right, no commercial airliner is actually certified to perform a CAT IIIC landing, but they are capable to do it however

Yoda, I dont know where you got that information from, but all I get is "fly straight in on runway blah blah blah." ATC never mention vectors, and that Nav thing is a load of bullshit..mine does sod all. And wheres this glideslope thing,  because I dont see anything. And lastly, ATC always leave it til the last minute to tell me which runway i'm landing on, which is f*cking annoying.

Yup, in 99% of the cases the localizer will guide you to the centreline or atleast very close to it

But funny you mention Reagan National, since the runway 19 probably is the trickiest instrument approach of all major US airports.

Yes, the localizer is offset by some 40 degrees (rwy 19 has a heading of 184 mag, while the localizer is course 147 mag.) so a sharp right turn is required to align with the runway

However, runway 01 has a ILS/DME CAT.II system installed, so it's not possible that the LOC for 01 is offset by a big margin...kinda takes away the purpose of autolandings

What do you mean with "Localizer comes up short of the runway"?, are you sure you don't mean glideslope in this case?


Cheers!
8)

Quote:


Yes, you have to engage the APPROACH HOLD switch but NOT disengage the altitude hold. Instead, you have to intercept the localizer at the given height

When ATC give you the last instruction (in IFR) to intercept the inbound you have to enter at the right height and right position (better in the middle of the "green" in the GPS maps of FS 2002).

Well, usually ATC tell you to turn to a certain heading, but you have to correct that heading to match exactly the entrance in the correct position. For example, if you are going 255 and ATC tell you "...turn 325 to intercept the localizer...", if there is strong wind from the west, you will end exactly outside of the inbound, and the approach will not work, because once it intercept the localizer you are NOT at the correct height.

If you intercept the localizer, the airplane will start to turn, will disengage automatically the altitude hold and will begin to descend at about 1.000 fpm.

Saratoga, that sounds about correct. But the differentials of thrust you heard was probably caused by the turbulent air, forcing the autothottle to make corrections to maintain the vref+5 landing speed

Just after touchdown the A/T disconnects and speed bleeds off.

but are you SURE the autopilot applied reverse thrust?
I'm no wiz on the 757 systems, but my knowledge thrust reversing is done by the either one of the pilots?

You're not the only one here that's been in the jumpseat of a 757 autolanding  (just wished it had been a TriStar instead.... )