I would suggest a different approach.
Make sure that you select the ILS frequency in the NAV1 radio.
Check the map, click on the ILS sign (that long and slender arrow) and it will show you the frequency and also the exact heading. Also click on the airport and check its elevation.
1) Descend and level-off to an altitude of 2000 or 2500 ft above the airfield elevation. To do that, select the desired altitude in the AP and set ALT HOLD.
2) Using the heading selector and the HEADING HOLD mode, set your heading to intercept the extended runway centerline with an angle of some 30 degrees and at a distance of some 10 to 15 NM from the airport.(*)
3) While doing all that, go reducing speeds and extending flaps and landing gear to have your plane fully configured for landing. Use the autothrottle to hold the desired final approach speed.
4) You should be stabilized both on your altitude and heading and with the plane fully configured for landing and with the speed at the desired final approach speed, all that before the ILS needles start to move. If they start to move before that, then abort, go around and try again.
5) Before the ILS needles start to move, select APP. The APP will remain on standby and will not activate yet, and the ALT HOLD and HEADING HOLD modes will remain active.
6) Eventually, the ILS needles will start to move, likely not both at the same time. When the plane is about to intercept the localizer (that is, when the "VOR" needle is about to cross the center) the heading mode will turn off by itself and the approach mode will take command of the horizontal navigation, capturing and tracking the localizer. The GS needle will always come from above, because the preceding instruction will place your plane to intercept the glide slope from below. When the airplane is about to intercept the glide slope (that is, when the GS needle is about to cross the center, the ALT HOLD mode will disengage itself and the APP mode will take command of the vertical navigation, capturing and tracking the glide slope. Usually, if you manage to intercept the extended centerline 10 to 15 miles from the airport, the plane will intercept first the localizer and then the glide slope. But in any case, the AP will handle the capture of the localizer and of the glide slope independently one from the other and in any order.
7) Unless you have a very good auto-land, I'd recommend to disconnect the AP somewhere between 100 ft and 200 ft above the airport elevation, the the auto throttle before the flare as the latest. Good luck with the hand landing
(*) If you have problems doing that, do as follows: Overfly the runway on a heading exactly opposite to the landing heading. It's not so important that you overfly exactly above the runway, but it is that you do it at exactly the opposite heading (use heading hold). You can do this at anything between 2000 and 4000 ft above the airport elevation. The speed must be below 250 kts. Keep flying. Once you overfly the airport, if the you don't have some instrument that show you the distance from the airport (not all airports have a DME), start a stopwatch. Also start to descent towards 2000 to 2500ft (use vet speed hold and then altitude hold), to slow down to the approach speed while you extend flaps and gear until the plane is fully configured for landing. Use the autothrottle to hold the approach speed. Once you are at 10 NM from the airport, select a heading 30 degrees off the current heading, could be left or right. Once the plane is close to complete the turn and starts to level the wings, reset and start the stopwatch. Fly the new heading for one minute and a half. Then turn 180 degrees to the opposite direction. Use again the heading select to do this. I'll advise you to select some intermediate heading first, wait a few seconds until the plane has turned quite a few degrees, and then select the final heading. That is because if you select 180 degrees off your current heading at once, the plane doesn't know which way to turn, and it could turn in the opposite direction even if you moved the heading bug in the correct direction. Once the turn is complete, you will be at an intersecting course 30 degrees off the localizer course. You should also be flying fully configured for the landing by then and at about the final approach speed. Continue from point 4 above.
Disclaimer 1: This is a wide, slow paced, easy approach, to begin getting used to it. As you gain expertise, you can start to tighten up things. The limit is that, by 1000ft above the airport elevation, the plane should be established on the localizer and on the glide slope, fully configured for landing, flying at the final approach speed, smoothly following all three parameters (glide slope, localizer and speed) with no more than minor corrections, and the final checklist must be complete.
Disclaimer 2: This is a generic ILS approach procedure for use in Flight Simulator as an entertainment. In real flight you must follow approved instrument approaches procedures, and even in Flight Simulator, once you nail the first couple of approaches using the procedure explained above, it can be a lot of fun following the real instrument approach plates.
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