being used for navigation, both VHF NAV control panels should be set up at the same time.

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Set an intercept heading (up to 90°) in the HDG readout and engage the HDG SEL mode to intercept the localizer beam.  Selection of HDG HLD prior to autoland engagement will disarm the LAND mode.

The autopilot will control the airplane to capture and track the localizer.  The maximum bank angle during capture is limited to 28 ± 2° and is not affected by the position of the bank angle selector.  The maximum bank angle during localizer track is limited to 10 ± 1° down to 200 feet radio altitude and 5 ± 1° from 200 feet radio altitude down to touchdown during autoland operation.
The autothrottle system should be engaged in the SPEED mode.  With target speed of VREF + 5 autothrottle speed selected, no gust correction is required. In the event of an autothrottle system failure, the automatic landing may be conducted with manual thrust control.  The pilot should emulate, as closely as possible, the auto retard feature of the autothrottle system during the final stage of landing.
If the ILS is being tracked above 1500 feet radio altitude, the FMA pitch and roll windows will display G/S TRK and LOC TRK respectively.  Selection of any other pitch or roll mode prior to autoland engagement will disarm the LND mode.
At an altitude of 1500 feet, the autopilot transitions to the autoland mode provided all monitors required for autoland are satisfied.  The FMA pitch and roll windows will both display AUT LND. The series yaw damper is phased out and the parallel rudder mode engaged.
Full rudder deflection is available to the autopilot to provide sufficient control for runway alignment prior to touchdown in a crosswind.  The rudder pedals are backdriven in this mode and indicate rudder control inputs from the autopilot parallel rudder servo.
Also, at 1500 feet radio altitude, the arm window annunciation of the FMA will change from LND to AUT G/A indicating that the system is armed for an automatic go-around in the event that a missed approach is required.  If the auto go-around logic is not satisfied, the FMA will display F/D G/A indicating that the autopilot will automatically disconnect if a missed approach is initiated and flight director guidance is available for completion of the maneuver.  If neither autopilot nor flight director guidance is available, the FMA displays MAN G/A and the pilot should be prepared to use fixed pitch attitude missed approach procedures, if required.
When AUT LND mode is engaged, all other control modes except go-around are inhibited.  Once engaged, the autoland mode may be departed by pressing the TOGA button and performing a go-around or disconnecting the autopilot.
If the autoland logic has not been satisfied when the airplane descends to a
radio altitude of 450 feet, the FMA LND armed annunciation will flash. With DFGS (P/N 4034241-906 or equivalent) installed, if LOC TRK and G/S TRK are annunciated on the FMA but autoland logic has not been satisfied, when the airplane descends to an altitude of 1,500 feet, the FMA LND armed annunciation will flash.
If an autoland failure is detected or the autopilot has not engaged into the autoland mode by 300 feet radio altitude, the autopilot will disengage, the flashing red autopilot warning annunciators will illuminate, the aural warning horn sounds and the FMA pitch and roll annunciations revert to G/S TRK and LOC TRK respectively.
Verify AUT LND annunciated at 500 feet radio altitude. The align mode is engaged automatically at approximately 150 feet radio altitude.  Verify ALN annunciated on the FMA by 100 feet radio altitude.  Any crab angle due to crosswind is removed and a forward slip is initiated to maintain aircraft alignment with the heading selected on the course selector.
The aircraft lateral position during the align maneuver continues to be guided by the location of the localizer beam center. The flare mode is engaged automatically at a variable radio altitude
(approximately 50 feet) based on the steady state sink rate.  FLAR will be annunciated on the FMA.  The airplane pitch axis is controlled to decrease the rate of descent from the rate required to maintain the glideslope to that required for touchdown.  Glideslope radio control is removed from the pitch axis during flare.
The autothrottle retard mode is initiated at approximately 50 feet radio altitude.  RETD will be annunciated in the autothrottle window of the FMA. The throttles will be automatically retarded toward the idle position at a rate of approximately 3° per second.  If the autothrottles are inoperative, begin thrust reduction at the 50 feet AGL call to achieve idle thrust at or near touchdown.
At touchdown, main wheel spin-up is sensed and causes the ground spoilers to automatically deploy, the autothrottles to rapidly retard the throttles to the idle stops, the autopilot to automatically lower the nose, and the ground rollout mode to automatically engage.  ROL OUT will be annunciated in the pitch and roll windows of the FMA and the arm window blanks.
　
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