WestWind Airlines

The airplane will fly through the localizer on capture if this is what you are refering to. Let George' do his thing and he should settle in on the approach.

I will also look into adding some inertia to the pitch and roll axis to give the airplane a heaver feel. She should be a little bit dirtier now as I did add about 20% drag over the original 1.0 beta.
 

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-KenG

G550 Test Flight Report - 13 MAR 2008 (Flight 1)

KMSY ILS RWY 28 approach

ILS Localizer Capture. She is still doing S turns around the localizer. I aborted the localizer capture and went manual on the approach. Yes, Ken, I would consider through the localizer initially to be pretty normal, but it flies through it two or three times. I can't tell much difference from version one which makes me wonder if I have the right files but I if I am doing something wrong, I can't see it. This approach starts you out at 1500 ft and doesn't allow a lot of time for capture, but it should capture.

I downloaded the 1.3 version. I unzipped it into a separate folder then opened the aircraft folder in FSX and copied all the components into the aircraft folder and selected YES when it asked me if I wanted to replace the files. I think this should have gotten all the files in the right place. Let me know if it sounds right to you.

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver

Mike,

 I was finally last night able to reproduce the issue you are having on the localizer. Once the airplane gets off she continue to undulate across the localizer beam never really settling in. This is strange, almost like the airplane has negative stability issues. She tracks VORs, GPS and glideslope signals fine, however if you give her an localizer beam to chew on she seems to have problems. My biggest issue with this area is there is no code that specifically adjusts the sensitivity for approach mode. I have nav and glideslope numbers to work with, but when the airplane moves to a localizer it seems as if the coding is internal to FSX.

 Sounds right on the install of the version 1.3. This should help to solve some of the problems and hopefully get the fuel burn back into the correct area, only issue I am having now is on traffic patterns I have enough fuel to fly all day long!

 This is what I have to work with on the autopilot:

Property	Description	Examples
autopilot_available	Setting this flag to a 1 makes available an autopilot system on the aircraft.	Airbus A321( autopilot_available=1 ) Aircreation582SL( autopilot_available=0 )
flight_director_available	Setting this flag to a 1 makes available a flight director on the aircraft.	Airbus A321( flight_director_available=1 ) Aircreation582SL( flight_director_available=0 )
default_vertical_speed	The default vertical speed, in feet per second, that the autopilot will command when selecting a large altitude change.	Airbus A321( default_vertical_speed=1800 ) Boeing 747-400( default_vertical_speed = 1800.0 ) Beech Baron 58( default_vertical_speed= 700.0 ) Beech King Air 350( default_vertical_speed= 1800.0 )
autothrottle_available	Setting this flag to a 1 makes available an autothrottle system on the aircraft.	Boeing 747-400( autothrottle_available = 1 ) Beech Baron 58( autothrottle_available= 0 )
autothrottle_arming_required	Setting this flag to 1 will require that the autothrottle be armed prior to it being engaged. Setting it to zero allows the autothrottle to be engaged directly.	Boeing 747-400( autothrottle_arming_required = 1 ) Bombardier CRJ 700( autothrottle_arming_required= 0 )
autothrottle_max_rpm	This sets the maximum engine speed, in percent, that the autothrottle will attempt to maintain.	Airbus A321( autothrottle_max_rpm = 90 ) Boeing 747-400( autothrottle_max_rpm = 90 )
autothrottle_takeoff_ga	Setting this flag to 1 enables takeoff / go-around operations with the autothrottle.	Boeing 747-400( autothrottle_takeoff_ga = 1 ) Bombardier CRJ 700( autothrottle_takeoff_ga= 0 )
default_pitch_mode	This determines the default pitch mode when the autopilot logic is turned on. 0 = None 1 = Pitch Hold (current pitch angle) 2 = Altitude Hold (current altitude) If no value is set, Pitch Hold will be the default.
pitch_takeoff_ga	The default pitch that the Takeoff/Go-Around mode references.	Beech Baron 58( pitch_takeoff_ga=8.0 ) Douglas DC-3( pitch_takeoff_ga=0.0 )
max_pitch	The maximum pitch angle in degrees that the autopilot will command either up or down.	Airbus A321( max_pitch=10.0 )
max_pitch_acceleration	The maximum angular pitch acceleration, in degrees per second squared, that the autopilot will command up or down.	Airbus A321( max_pitch_acceleration=1.0 )
max_pitch_velocity_lo_alt	The maximum angular pitch velocity, in degrees per second, which the autopilot will command when at an altitude below that specified by the variable max_pitch_velocity_lo_alt_breakpoint.	Airbus A321( max_pitch_velocity_lo_alt=2.0 )
max_pitch_velocity_hi_alt	The maximum angular pitch velocity, in degrees per second, which the autopilot will command when at an altitude above the altitude specified by the variable max_pitch_velocity_hi_alt_breakpoint. The maximum velocity is interpolated between the hi and lo altitude velocities when between the hi and lo altitude breakpoints.	Airbus A321( max_pitch_velocity_hi_alt=1.5 )
max_pitch_velocity_lo_alt_breakpoint	The altitude below which the autopilot maximum pitch velocity is limited by the variable max_pitch_velocity_lo_alt.	Airbus A321( max_pitch_velocity_lo_alt_breakpoint=20000.0 )
max_pitch_velocity_hi_alt_breakpoint	The altitude above which the autopilot maximum pitch velocity is limited by the variable max_pitch_velocity_hi_alt. The maximum velocity is interpolated between the hi and lo altitude velocities when between the hi and lo altitude breakpoints.	Airbus A321( max_pitch_velocity_hi_alt_breakpoint=28000.0 )
max_bank	The maximum bank angle in degrees that the autopilot will command either left or right.	Airbus A321( max_bank=25.0 ) Boeing 737-800( max_bank=30,25,20,15,10 ) Bombardier CRJ 700( max_bank=30,15 ) Douglas DC-3( max_bank=25.000000 )
max_bank_acceleration	The maximum angular bank acceleration, in degrees per second squared, that the autopilot will command left or right.	Airbus A321( max_bank_acceleration=1.8 )
max_bank_velocity	The maximum angular bank velocity, in degrees per second, which the autopilot will command left or right.	Douglas DC-3( max_bank_velocity=3.000000 )
max_throttle_rate	This value sets the maximum rate at which the autothrottle will move the throttle position. In the example, the maximum rate is set to 10% of the total throttle range per second.	Douglas DC-3( max_throttle_rate=0.100000 )
nav_proportional_control	Proportional controller constant in lateral navigation modes.	Airbus A321( nav_proportional_control=12.00 ) Boeing 747-400( nav_proportional_control=16.00 ) Beech Baron 58( nav_proportional_control=9.00 ) Bombardier CRJ 700( nav_proportional_control=11.00 )
nav_integrator_control	Integral controller constant in lateral navigation modes.	Airbus A321( nav_integrator_control=0.25 ) Boeing 747-400( nav_integrator_control=0.17 ) Bombardier CRJ 700( nav_integrator_control=0.20 ) Douglas DC-3( nav_integrator_control=0.250000 )
nav_derivative_control	Derivative controller constant in lateral navigation modes.	Airbus A321( nav_derivative_control=0.00 ) Douglas DC-3( nav_derivative_control=0.000000 )
nav_integrator_boundary	The boundary, or maximum signal error, in degrees in which the integrator function is active. In the example, the integrator is active when the error is between -2.5 and +2.5 degrees from the centerline of the navigation signal.	Airbus A321( nav_integrator_boundary=2.50 )
nav_derivative_boundary	The boundary, or maximum signal error, in degrees in which the derivative function is active. In the example, the derivative controller is not active because the maximum error is set to 0.	Airbus A321( nav_derivative_boundary=0.00 )
gs_proportional_control	Proportional controller constant in glideslope mode.	Airbus A321( gs_proportional_control=25.0 ) Boeing 747-400( gs_proportional_control = 18.0 ) Beech Baron 58( gs_proportional_control=9.52 ) Douglas DC-3( gs_proportional_control=9.520000 )
gs_integrator_control	Integral controller constant in glideslope mode.	Airbus A321( gs_integrator_control=0.53 ) Boeing 747-400( gs_integrator_control = 0.33 ) Beech Baron 58( gs_integrator_control=0.26 ) Douglas DC-3( gs_integrator_control=0.260000 )
gs_derivative_control	Derivative controller constant in glideslope mode.	Boeing 747-400( gs_derivative_control = 0.00 )
gs_integrator_boundary	The boundary, or maximum signal error, in degrees in which the glideslope integrator function is active. In the example, the integrator is active when the error is between -0.7 and +0.7 degrees from the centerline of the glideslope signal.	Boeing 747-400( gs_integrator_boundary = 0.70 )
gs_derivative_boundary	The boundary, or maximum signal error, in degrees in which the derivative function is active. In the example, the derivative controller is not active because the maximum error is set to 0.	Boeing 747-400( gs_derivative_boundary = 0.00 )
yaw_damper_gain	The proportional gain on the yaw dampers yaw rate error.	Airbus A321( yaw_damper_gain = 1.0 ) Beech Baron 58( yaw_damper_gain = 0.0 )
direction_indicator	Indicates which direction indicator system on the aircraft is being referenced by the autopilot. 0 = the first, and is the default.	Douglas DC-3( direction_indicator=1 )
attitude_indicator	Indicates which attitude indicator system on the aircraft is being referenced by the autopilot. 0 = the first, and is the default.	Douglas DC-3( attitude_indicator =1 )
default_bank_mode	This determines the default bank mode when the autopilot logic is turned on. 0 = None 1 = Wing Level Hold 2 = Heading Hold (current heading). If no value is set, Wing Level Hold will be the default.	Douglas DC-3( default_bank_mode=2 )

 

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-KenG

G550 Test Flight Report - 13 MAR 2008 (Flight 2)

Purpose: Test fuel consumption after changes.

KMSY - Local (That is the only way I could think to record it. It is sort of like when Richard (his real name gets bleeped out here)  Rhutan flew around the world and landed at the same airport he took off from. He could not record it as a cross country flight. It was not 50 nm from the airport of departure.)

Weather: none. STP

Description of flight.

I set the chronomieter to zero, taxiied and took off from New Orleans, maintinaed runway heading (284 degrees) and climbed to FL450 and accelerated to mach .84.

Then I turned on 16x. She was very stable at 16x which was a pleasant surprise and is very unusual.

I set the Garmin GPS to Direct KMSY but continued fo fly outbound on heading 284. Thus, I was able to measure the distance I had flown. The chronometer was tracking time flow.

After reaching the Aleutian Islands, I realized that if I did not change course I was going to end up wrapped around the north pole. I turned to heading 270. This introduced some element of error in my claculations.

Over Mongolia at a distance of 6020 nm, I noticed that the Garmin distance to KMSY was going in reverse. I had flown half way around the earth--albeit not at the equator--and now New Orleans was closer in the forward direction.

When I ran ouf of fuel, just a little short of Moscow headed west, the chronometer read 19 hrs 22 min. and the distance to KMSY was 5125 nm. which gives us approximately 6020 + (6020-5125) = 6915 nm range. Again, this is a little underestimaed because I was not flying a perfect great circle route after my heading change.

I think that is as close as we are going to get to 6500 nm with IFR reserves. I pronounce this one SPOT ON as far as I am concerned.

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver

Ken,

Regarding the ILS localizer capture issue, I need to mull this one over a bit. Your comment about it being unstable might have some merit. That might account for its tendency to bounce around in the thunderstorm. I have also noticed that when I encounter strong wind or wind sheer, it can easily turn to about 60 degrees of role. It has always righted itself so I have not mentioned it until now.

I will look over the related post and see if I can think of anything else.

[edit] How about adjusting the max_bank and max_bank_acceleration parameters. You might want to compare these to the settings for the G550 for FS9.

[edit] Ken I compared the G550 FS9 to the one in FSX and I don't see any significant difference. What I did notice on a subsequent flight is that the bank angles and speed and acceleration of bank are significantly different on an ILS Localizer capture than they are when the autopilot responds to a manual change of heading. The heading change is sharp and crisp. The localizer capture is VERY SLOW and maxes out at about 10 degrees of bank instead of the 25 degree max set in the file. I cannot account for the difference. I am real tired as I write this and an not thinking too straight but the difference is obvious..  

ALSO:

Do you have any thoughts on the engines quitting at idle? We might have to resort to plaquarding it "Autostart Not Authorized" and move on.

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver

Mike,

 I am glade that the fuel issue is finally resolved. A gauge error caused me to put in bad numbers into the fuel scalers, once I figured out it was in fact a gauge error I was able to correct the fuel scaler, which by the way is right back were I originally had the fuel set in an Alpha version of the FDE. Dawgh!

 
 I have compaired the autopilot lines with about every aircraft that I have installed in FSX and can find nothing that is drastically different as to cause such issues on an ILS. In fact the autopilot is programed exactly as it should be according to my research. My only option is to take the autopilot to its extreme limits and try to bracket a solution in from there. So I will be flying lots of autopilot approaches this weekend. My other option is to turn the spoilerions off and see if that helps. Maybe during an ILS the airplane does not want to engage the spoilerions and thus only uses partial aileron when rolling.

 While I stated it demonstrates negative roll stability the airplane is actually very stable in all axis. Negative stability would cause the airplane to continue to roll in the direction of travel after you let go of the stick. This airplane actually demonstrates positive dynamic stability in that it wants to return to straight and level flight after beginning a turn. It is more toward the neutral side as opposed to a C172 but that is ok.

 I'll keep you apprised with what I work with this weekend. If you want to also change some of the FDE in attempts to help out I would apperciate it. One of us could take the spoilerions and the other the autopilot and see what we come up with.

 Finally on the engine, I concur. I generally never autostart airplanes so I must have missed this one. I can not determine why FSX would cause an engine to quite when the throttles are brought to idle. This is a jet airplane and a. has relight capability and b. has a continuous fireball in each engine. For the life of me I can come up with no reason for the airplane to stop running. (Pistons yes, they can be finicky at higher altitudes and may require some gas to keep running but a jet will run as long as fuel and air are being fed to the engine.)

 

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-KenG

UPDATED: 13MAR08 -> Just to keep us on track!

Bug Report:

This is what I am tracking for bugs on the G550:

1. Autopilot - Critical
   
2. Engine Quiting - Noncritical nofix - autostart not authorized.
   
3. Landing Gear Indicators - Fixed in v1.3 used different gauge
   
4. Radio - Fixed -> Larger popup in v1.3
   
5. Airspeed Tape - NonCritical nofix
6. AoA Indicator - Noncritical nofix
   
7. Overspeed Warning - Fixed -> Overspeed warning from FSX seems to come on a appropriate time.
   
8. Fuel Burn - Fixed

Whew we are actually making progress, just that darn autopilot is frustrating.

Next will be single engine operations testing. I did do some testing during the initial Alpha version of the FDE, but with all of the changes I have made a retest is due. Here are the number I found:

V1 132 KIAS

Vr 145 KIAS

V2 158 KIAS

 I did perform a V1 cut at about 135 KIAS and was able to continue to accelerate to 145, rotate and climb. Now that I have added a little more drag to the equation this really needs to be revisited.

 

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-KenG

Ken G:

One of us could take the spoilerions and the other the autopilot and see what we come up with. 

I would be happy to do either one. I don't have any ideas on the autopilot. I agree with you that all the values look correct. On the spoilerons, you would have to point me to the right variables. Let me know and I will help. One caveat, I have a lot of non-flying stuff I need to get done this weekend so I am not sure how much time I can carve out. I usually manage to find some.

I really like this plane. I can't wait until we get it finished.

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver

Hey guys how about a thought from an outside observer on the engine issue.  I am assuming on a manual start that you've turned on the fuel pumps.  Does the same apply on an autostart?  What I am getting at is that the autostart feature may not be turning the pumps on, which may be leading to your flameout at idle power.......

The localizer issue sounds like what I see on a lot of FS9 airplanes.  Doesn't roll fast enough to intercept, then s turns through it for a few oscillations before settling in.  The only thought I have there would be to play with the nav integrator and proportional controls and see what affect that has.......

Keep up the good work....

Cheers,
 

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EHAM-YSSY B772LR

VPCargo:

Hey guys how about a thought from an outside observer on the engine issue.  I am assuming on a manual start that you've turned on the fuel pumps.  Does the same apply on an autostart?  What I am getting at is that the autostart feature may not be turning the pumps on, which may be leading to your flameout at idle power.......

Kim, Good thoughts.  I tried the fuel pumps once before and double checked after your post, but no joy. The engines start fine and they run fine as long as you don't power back to idle. Once you power back to idle, they stop running. Once you power back to idle, even for a split second, they stop. Even before the temps fall off in the engine. I have never seen anything like it.

Also, I am not familiar with the proper operation of fuel pumps on jets. I never turn them on. The engines on the G550 start fine without using them. I know on props, it depends on the airplane as to how they are to be used.

VPCargo:

The localizer issue sounds like what I see on a lot of FS9 airplanes.  Doesn't roll fast enough to intercept, then s turns through it for a few oscillations before settling in.  The only thought I have there would be to play with the nav integrator and proportional controls and see what affect that has.......

Keep up the good work....

Cheers,
 

Ken probably knows, but can you say a little more about what those do. I looked at Ken's post on it, but it is still fuzzy in my mind. I looked at the values for nav_proportional and nav_integrator and they look like they are more in line with some of the larger aircraft. I can play with these this weekend.

Come to think of it, none of the FSX aircraft do all that good a job intercepting the localizer. They all seem to fly through it at least once.

 

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver

Lets look at this from a different perspective.

Kim, I fiddled with the two parameters you mentioned in your post and no joy. I could not make it intercept the localizer.

NOW, should the autopilot not provide a standard rate turn, at least approximately? In a holding pattern, you have a one minute turn for 180 degrees followed by a leg of 1 minute followed by another one minute turn followed by another leg of 1 minute making a total of 4 minutes in the pattern. Someone correct me if I am wrong on any of this. This airplane take 2 minutes to make one of the turns which should be one minute. Could that account for its inability to intercept the localizer? It seems like it just isn't turning fast enough.

Let me know what you think.

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver

One of the variables in the autopilots tells the system that a standard rate turn is 3 degrees per second. This is set correctly,, however we can try upping it to 6 degrees per second and see what happens.

max_bank_acceleration=1.8
max_bank_velocity=3.00

Those are the two variables that I would try doubling. One at a time and then together. 

At this point I plan on just slowly doubling everything and see what that gives me on an ILS. Since you have already begun working the ILS I plan on trying to disabling the Spolierions first and see what that gives me.

 Kim,

  I have not been able to get the jet to quite on me, so far this just happens on Mike's machine. I will continue to work this as I have time, but can not think of a reason that the airplane's engine would just stop working.
 

 

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-KenG

Ken G:

One of the variables in the autopilots tells the system that a standard rate turn is 3 degrees per second. This is set correctly,, however we can try upping it to 6 degrees per second and see what happens.

max_bank_acceleration=1.8
max_bank_velocity=3.00

Those are the two variables that I would try doubling. One at a time and then together. 

At this point I plan on just slowly doubling everything and see what that gives me on an ILS. Since you have already begun working the ILS I plan on trying to disabling the Spolierions first and see what that gives me.

 Kim,

  I have not been able to get the jet to quite on me, so far this just happens on Mike's machine. I will continue to work this as I have time, but can not think of a reason that the airplane's engine would just stop working.
 

 

I have doubled and trippled these two variiables. I also doubled the max_bank. It changes the behavior on everything but the localizer intercept. This remains stubbornly the same (or nearly so). Nothing I try causes any significant difference in handling.

What is the airwrench stuff at the bottom of the file? It looks like there may be some variables in there that might affect it. I am out of ideas. I think I am going to go around the pattern a couple of times in the 757 and see if that gives me any ideas. I need to reassure myself that airplanes can actually intercept and fly the approach.

I have probably made 20 flights from a saved scenario that starts as the airplane begins to turn left base for ILS RWY 28 approach at KMSY. I just don't get it. I always shut FSX down and reload it after I make a change to a variable in the aircraft.cfg file.

I am going  to bed. Maybe I will think of something else tomorrow.

[edit]

I found this post that seems somewhat relevant. I tried changing the nav_derivitive_control but no joy. Still they bring up some of the issues we are faced with albeit for an earlier version of FS.

http://groups.msn.com/OfficialFlightSimulatorSite2/flightoperation.msnw?action=get_message&mview=0&ID_Message=9701&LastModified=4675462865555877763

 And here is a tutorial on PID. It is really technical, but there might be something in there we can use. From what I gather, the problem seems to be that the deriviative part is not being used.

http://en.wikipedia.org/wiki/PID_controller

Cheers

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver

Mike Gibbs:

I have doubled and trippled these two variiables. I also doubled the max_bank. It changes the behavior on everything but the localizer intercept. This remains stubbornly the same (or nearly so). Nothing I try causes any significant difference in handling.

What is the airwrench stuff at the bottom of the file? It looks like there may be some variables in there that might affect it. I am out of ideas. I think I am going to go around the pattern a couple of times in the 757 and see if that gives me any ideas. I need to reassure myself that airplanes can actually intercept and fly the approach.

I have probably made 20 flights from a saved scenario that starts as the airplane begins to turn left base for ILS RWY 28 approach at KMSY. I just don't get it. I always shut FSX down and reload it after I make a change to a variable in the aircraft.cfg file.

I am going  to bed. Maybe I will think of something else tomorrow.

Mike,

 I have also been experimenting and so far found that smaller seems to be a little be better.

I also found that the MFD is not in sync with the PFD. If you watch the PFD the lateral deviation bar comes off the side 2x sooner than in the MFD. I theorize that if the airplane would begin to intercept the localizer at this point it would intercept with a minimal overshoot. I put the A321 MFD into the airplane and also tested finding the same result, the MFD is 2x more sensitive than the PFD. Also if you watch the PFD the lateral deviation generally remains within the 1 dot of total deviation. Finally I also disabled the spoilerons and found that made no difference.

I also tried different versions of the 737 and A321 PFD and MFDs also with the same result.

I do have to say excellent detective work on the website. I will go back in and do some more testing based on the explanations in that website. Maybe this airplane needs just a little dampening to help her out some. I will experiment with small values and see what happens.

I thought the same of the Airwrench config files and removed them with no corresponding fix.

As the website stated Autopilot PID configuration is a frustrating task. Maybe this is a 6 beer problem. 

:EDIT: Well after a few more cups of coffee I was able find something closer to a possible "solution". This is still nowhere near where I would like the ILS to track. In fact I would like the ILS to nail the localizer on the first turn to intercept from a 30 degree angle. This is something that a real airplane's autopilot can do without problem. However, I will be happy if in fact the autopilot can find the localizer with one S turn.

I performed a coupled approach at Faaa (NTAA) with gusting winds from 16 to 28 knots changing from right rear to front quartering. The airplane was able to track the ILS after making a 30 degree intercept and one full swing flythrough. The websites you provided helped to cue in an acceptable solution.

Pending your test if you agree that the autopilot now tracks the ILS I think we can move on to other tests.
 

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-KenG

G550 Test Flight Report. 15 MAR 2008

ILS Localizer Capture
Weather: STP no wind
Other: 250 kts, no flaps

KMSY. Same problem. No change

UTTT. Same problem. No change

NTAA. Captures and tracks nicely. Like you said, not as crisp as we might like but certainly acceptable.

The difference in these three airports is that both KMSY and UTTT have very short approaches which means it is trying to intercept the localizer at a point where the beam is fairly narrow. What I want to do next is as follows:

1. Test the B757 at KMSY and UTTT. It may be that none of these planes will track the localizer on these approaches.
2. Test the G550 on approaches at some other airports (including KCOS) starting with some of the hubs. The idea is to see if it performs acceptably on most 'normally spaced' approaches. If it does, then I am ok with calling this good and moving on. I will also try to find another sea level airport that we can use as our base for testing that has a more normal approach. MIA, LAX, come to mind. Let me know if you have any prefernces.

Note: You should understand that it has NEVER captured the localizer at KMSY ILS RWY 28 approach using a left base approach. On go arounds, the controller turns me right and I come in using a right base approach. I only flew this once and it did capture the localizer. I thought the reason was because of changes I had made to the CFG file. Now I believe it was because the capture happened at a greater distance from the RWY. I usually use 250 kts and no flaps to intercept, but I have also tried it at 220 kts with the same results. I have not tried to use flaps on the intercept. I will do some testing on this also. What is normal for flaps?

I will do some more tests this afternoon and repost.

 

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WWA1702 Senior Command Captain +3
RWP SEL Instrument Rating (almost)
WW Test Pilot
Monster Driver