How do I set up Zibo 737 autoland in X-Plane?

To set up autoland in the Zibo 737, tune both NAV receivers to the runway ILS, set both course selectors, intercept the localiser from below the glideslope, select APP, then engage both CMD channels. Configure gear and landing flaps, and verify LAND 3 or LAND 2, FLARE and ROLLOUT on the PFD.

Zibo autoland prerequisites

A reliable autoland starts with a valid, straight-in ILS and an aircraft correctly established before final approach. For realistic operation, choose a published CAT II or CAT III runway; the Zibo may couple to another conventional ILS, but that does not make the real runway approved for autoland.

• The FMC route, arrival and ILS runway should agree. Our Zibo FMC, MCP and landing-configuration walkthrough covers the wider flight setup.
• Both NAV radios need the same ILS frequency, and both CRS selectors need the published inbound course.
• Both flight directors should be on, the autothrottle armed and at least one autopilot operating in CMD.
• The aircraft must intercept the localiser on a sensible heading and capture the glideslope from below.
• The radio altimeters, electrical systems and both autopilot channels must be available.

Do not assume that selecting an ILS approach in the CDU has correctly tuned both pedestal radios. Check the frequency, course, ILS identifier and deviation diamonds in the cockpit.

How do I set up Zibo 737 autoland step by step?

Use this order so that the aircraft captures the ILS before dual-channel autoland logic is required.

1. Verify the approach. Confirm the ILS frequency, identifier and front course for the selected runway. An RNAV, localiser-only or offset approach is not a normal autoland approach.
2. Tune both receivers. Enter the runway ILS frequency in NAV 1 and NAV 2, then set the published inbound course on both MCP course selectors. A mismatch on the first officer's side is a common reason for losing dual-channel capability.
3. Prepare the AFDS. Turn on both flight directors, arm the autothrottle and fly the intercept with one CMD channel engaged. Select a controlled intercept heading and an appropriate approach speed.
4. Capture from below. Approach the localiser with a shallow intercept—normally no more than about 30°—and remain below the glideslope. If the aircraft is above the glideslope or crossing too quickly, APP mode may not capture correctly. Our explanation of 737 localiser and glideslope interception covers this part in detail.
5. Select APP and the second CMD channel. Press APP, confirm VOR/LOC and G/S are armed or captured on the flight mode annunciator, then press the other CMD switch. The PFD annunciations—not merely illuminated MCP buttons—confirm what the autopilot is doing. See our explanation of dual-channel 737 autopilot operation for how CMD A and CMD B share the approach.
6. Complete the landing configuration. Select gear down, flaps 30 or 40 as appropriate, the calculated VREF plus any required additive, armed speedbrake and a suitable autobrake setting. Stabilise the aircraft rather than making late flap and speed changes.
7. Check the autoland status. By approximately 1,500 feet radio altitude, look for LAND 3 or LAND 2 together with FLARE and ROLLOUT armed. If the display still says SINGLE CH, do not expect an automatic flare and rollout.
8. Monitor the landing. Keep your hands ready without applying control pressure that could override or disconnect the autopilot. The system should capture FLARE near the runway, retard the thrust and engage ROLLOUT after touchdown. Our complete 737 autoland sequence explains the mode changes through touchdown and rollout.

How do I know Zibo autoland is armed?

The PFD flight mode annunciator is the authoritative indication that Zibo autoland is armed and progressing correctly.

LAND 2 is not automatically a failed setup. In the simulation, it can still produce an automatic flare and rollout, but a realistic flight must respect the applicable runway, aircraft and operator minima. An illuminated APP switch or two CMD lights alone does not prove autoland capability.

Why will CMD B not engage or LAND 3 not appear?

CMD B usually refuses to arm, or the system remains in SINGLE CH, because the two autopilot channels do not have matching and valid approach information.

• Only one ILS receiver is tuned: set NAV 1 and NAV 2 to the same correct frequency and confirm a valid signal on both sides.
• The course selectors disagree: set both CRS knobs to the published ILS front course, not the runway number or current heading.
• APP mode was not established: confirm VOR/LOC and G/S are armed or captured before relying on the second CMD channel.
• The intercept is unstable: crossing the localiser too fast, using an excessive intercept angle or approaching from above the glideslope can prevent normal capture.
• The wrong approach was selected: an RNAV, LOC-only or offset localiser does not provide the conventional dual-channel ILS required here.
• A system is unavailable: check both flight directors, IRS alignment, radio altimeters, electrical power, hydraulics and the autopilot-disconnect bar.
• Control input is overriding the autopilot: noisy or poorly calibrated yoke axes can disconnect CMD, particularly if the Zibo tablet is configured to respond quickly to pilot override.
• Scenery and navigation data disagree: if the localiser guides the aircraft beside the runway or at an obvious angle, the airport scenery and installed navigation data may represent different runway positions.

If LAND 3 or LAND 2 and the FLARE/ROLLOUT modes have not appeared around 1,500 feet radio altitude, we recommend treating the approach as non-autoland. Continue manually only if the aircraft is stable and conditions permit; otherwise go around and correct the setup.

What does autoland do after touchdown?

Autoland keeps the Zibo aligned through ROLLOUT, but it does not perform the entire landing roll or taxi the aircraft off the runway.

If armed and its conditions are satisfied, the speedbrake deploys and autobrake begins deceleration. Reverse thrust remains a pilot action: raise the reverse levers after touchdown, monitor directional control and disconnect the autopilot when ready to take over steering. Brake pedals can disarm autobrake, so avoid unintended pedal input.

Abandon the automatic landing if the localiser or glideslope is lost, the runway is visibly misaligned, an autopilot disconnects, the LAND status downgrades unexpectedly or the approach becomes unstable. Autoland is a monitored automatic manoeuvre, not permission to ignore the instruments or landing minima.