Today I show you the basics of flying an ILS Category III autoland into Portland using the 737-800 Zibo modification. Join the Flight Club by clicking the "Join" button below the video!
I'm not a pilot,but I just feel that it's a good practice to put the gear in the 'Up' position and wait for a few seconds before lowering it instead of directly putting it into the 'Down' position from the 'Off' position. For those who don't know, i asked my friend who is even a more aviation fan than me what would the 'Off' position actually does. He said it depressurizes the gear hydraulics after it is retracted or extended. If the hydraulics are not pressurized,the gear can't extend/retract. I think if you put it into the 'Up' position it pressurizes the hydraulics. And then when you put the gear into the 'Down' position, the gear doors (nose only for the 737) will be unlocked and released. The locking mechanism that locks the gear into the retracted position is then released and the gear comes down.
Looked in the official operation manual of b738 and there is no need to put it in up position first. If the ac would need pressure for "gear down" it would do it automatically.
There are limitations to using full autoland. Both engines must be operating, max crosswind is 20 knots, and max tailwind is 10kts. The max and min G/L angle is 3.25-2.50 degrees for autoland. My reference is 2016 FCOM.I only use LOC for non-precision approaches and arm APP on the intercept heading.
Just fyi, you don’t want to hit LOC before APP. Heard that there were some issues in the past with that. Also add 5 knots to your VREF speed, that’s standard on the 737. In windy conditions above 5 knots you want to add your wind component + gusts to your VREF :) subscribed btw
Good catch. But the opposite was true on the classic. On ALAND always set vref + 5. No wind adjustments (as on a manual landing), since AT remains engaged.
Micah firstly, thank you for putting in the time to create super easy to understand tutorials. Is there any way you will be able to create one for missed approaches and go arounds and re-programming FMC on the fly and subsequent landing after that. Thanks again.
I find that with Max auto braking and NOT apply brakes manually, it will slow very quickly. If the brakes are applied manually with auto brakes on, it cancels the auto brakes.
Has to be engaged prior to reaching 1,000 AGL. Both course knobs need to match. Both nav radios tuned to same frequency and APP mode is shown on MCP and you are established on both LOC and G/S.
Great tutorial well demonstrated and clearly explained this is fantastic. How do you config x-checklist to auto pop up when it reaches a certain leg or you envoke it with a shortcut key?
Cool tutorial but if you were Ryanair pilot you would be sacked for extending flaps during downwind turn (see you have 330/12) as this bank turn reduces lift therefore engines increase thrust and extended flaps create drag so engines have to work even harder, burning more fuel ofc ;)
How do I create custom views? So like getting to the overhead panel in one press. I’ve watched tutorials but they require a numpad. But I don’t have a numpad
I have watched 4-5 RU-vid videos trying to setup a Auto Land and each time I get bit! Zibo MOD Boeing 737-800 X-Plane v11.36r2 Arriving into KBNA using the CHSNE arrival Rwy 02R (which is a Cat III rwy) As the AP turns to 021 inbound at 3000 ft I click APP and the approach begins. However when I select Cmd B it turns off the Cmd A and still lands only as a regular ILS landing...NO effort to Auto Land Both courses set to 021 Alt 000 Both Nav's 111.75 Flaps 30 Anyone with a suggestion on whats necessary to perform a Auto Land
altitude should be to Missed approach altitude, you can also engage the CMD B once the LOC has captured. Remember Glideslope doesnt capture before LOC. So once you capture the LOC then you can arm both A/P'S for the autoland.
Hi. I often fly in Munich in the fog. I mostly use autoland and the plane very often crashes into the ground just like that. What am I doing wrong with autoland? Frequencies are turned left and right and in the PFD it also says LAND/FLARE/ROLLOUT. Do I have to take the thrust out beforehand? It often seems to me as if the plane just doesn't flar.
Hi Micah, Your videos are great and I have Zibo V3.39.25a and it fly beautifully. But I have the same problem as others - Cannot engage both at the same time. One goes OFF when the other button is pressed. Hope something is not correct. Can you explain it.
Yes - I get both the glideslope and localizer perfectly on the mark and when I go to hit approach, one of the two CMDs goes off and the FD changes. Very rarely can I get LAND3 to work.
Wish mine went so smoothly. I don't know how many times I've tried to get autoland to work... if I get the glideslope and the localizer perfectly set up and the diamonds are full and then hit the approach button and put the 2nd CMD on, the approach button light goes off and one CMD will turn off and the FD switches. If I hit the 2nd CMD to turn it back on, then the FD switches again and the other CMD turns off. It stays on ONE CHANNEL and never goes to LAND3. So I don't know what I'm doing wrong...
APP will always extinguish after GS capture. Pls make sure your both CRS SELECTOR & both ILS FREQ are set and both TRANSFER BUSSES are powered. Once on intercept HDG, arm APP & engage AP B in addition to the already engaged AP A. At GS capture, the CBTR (cross bus tie relay) opens and isolates TX BUS 1 from 2 and DC BUS 1 from 2). If power isn’t proper on both busses, onside AP disengaged and above 800 ft RA onside FDs bias out of view. Hope it helps.
In the real world, the runway has to be equipped, and the aircraft needs to be properly equipped with aircrew certified. However, in XP11, you can do an autoland whenever your heart desires.
Nice job, very informative. How do you get the airplane to show up on avitab like that? Mine only shows up on the main map on avitab, but not on airport approach plates or diagrams. Any tips?
Pretty sure that VOR LOC will not follow the G/S. So if you do not press the APP button the aircraft will not pitch down, instead it will only control your horizontal movement.
VOR/LOC is a lateral mode only. APP is VOR/LOC + GS, lateral & vertical mode. APP is used for ILS (or IAN NPA); VOR/LOC for VOR or LOC APP using V/S as pitch mode. In the B737C u used VOR/LOC first, then APP since it didn’t had (not all FCC software) a mode to prevent GS capture before LOC capture. No longer appl to NG. It won’t allow GS capture before LOC capture.
@@killerbsting1621 you do have to remove them eventually or your aircraft will fly that vector path in VNAV till it runs out of fuel (or you turn using HDG SEL). I delete them so my PROG page is accurate with distance remaining, ect. The approach charts normally show where you will expect vectors.
@@CesarSanchezQuiros You can do either an autoland (the plane does the entire landing automatically) or a manual ILS landing using the glideslope to guide you to the runway, it's up to you. But from my understanding, the runway has to be CAT III to support autolands.
@@CesarSanchezQuiros without autoland armed, the pilot must disengage autopilot and autothrottle, and flare manually, followed by reverse thrust on touchdown.
In the real world, not every landing will be dead on centerline every time. Winds play a large role, and XP11 models winds and flight dynamics quite accurately when compared to older "flying on rails" type sims. Watch any of a 1,000+ videos on youtube where the plane isn't exactly on centerline.
@@MicahMesser They're all great videos. On the Collins MCP there's an unmarked gray or white button under the left end of the VERT SPEED display to the right of the ALT INTV button. Any idea what it is?
