I have engaged approach Above, dead on, and below the glideslope but it still doesn't lock. The glidepath is always near perfect. Is this a bug or am I doing something wrong/ (how can it be so hard...push a button, engage glideslope/glidepath. pass go and collect $200 )

Give us some details on a particular approach and we will see how it works with our setup and report back. Airport, approach, etc.Ray

Well I must admit I cant recall detail in 210, but I have found sometimes when you have not have the AP activated, that you press APP but you still need to press AP also to activate Autopilot. (some autopilots automatically activate AP also when you press APP)Maybe it is "push a button, push another button, engage glideslope/glidepath. pass go and collect $200.. LOLSorry I am not at my home computor so I cant check for you. So this might not even be relevant.

The AP is definitely activated. I normally use the AP heading to maneuver for approach setup. I then engage the Approach button. The AP immediately locks on to the glidepath. It never picks up the glideslope.This is true for ALL ILS approaches I have tried eg. KROA--Rwy 33 (334 mag)--109.7, KRDG--Rwy 13 (133mag)--110.55, KRDU--Rwy23L(232mag)--108.5.I really like this plane but without a working Approach it isn't for me....I practice approaches and instrument flying almost exclusively.

thanks for the data Neal.I am sure Ray will test for you, but I will do it also in a while, but most probably Ray will be here with an answer before me. havent flown the 210 for a while so it is good to take her for an outing again

Edited January 24, 201214 yr by bliksimpie

The AP is definitely activated. I normally use the AP heading to maneuver for approach setup. I then engage the Approach button. The AP immediately locks on to the glidepath. It never picks up the glideslope.This is true for ALL ILS approaches I have tried eg. KROA--Rwy 33 (334 mag)--109.7, KRDG--Rwy 13 (133mag)--110.55, KRDU--Rwy23L(232mag)--108.5.I really like this plane but without a working Approach it isn't for me....I practice approaches and instrument flying almost exclusively.

here is data for KROA

Edited January 24, 201214 yr by bliksimpie

KROARunway33 with 109.7 work 100%. Landed in 500meter visibility. 210 grabbed the glide path down and brought me spot onto the runway as it appear through the rain and mist.Runway06 seem to be an error. Tested also now with another plane Turbine Duke (complete other make). Confirmed this ILS is something wrong with as ILS is way skew alignedand both planes give same result, So I dont think 210 is at fault here.Look at the map above. You can even see the ILS path how skew it is aligned..!!EDIT:What I did find however is that on approach if you dont hit "APP" when glideslope is centered, eg you hit it a bit late, then APP is ON but ALT remain also "ON", meaning the glidepath will be followed but not the glideslope. the moment you hit APP make sure autopilot turn ALT off, otherwise it will not follow the glideslope.

Edited January 24, 201214 yr by bliksimpie

I just flew the ILS 13 at KRDG - Reading regl. Worked for me just fine.Here are a few checklist items for you. Don't think any of them are too simple or too silly to check, because that is uusally the one that is causing the problem, at least that is my CFII experience.1. Check that you do indeed have the proper appoach dailed in. Mine says IVXO 132 deg, 110.55 and verifed in the GPS530 as Nav1. A common error is to select the proper frequency but forget to make it the Primary or Active selection.2. Make sure you use the OBS knob to select the approach heading - in this case 132 degrees. Use the tooltips to verify the exact heading, although just a degree or two off will not affect the approach.3. Make sure your GPS reads VLOC in the lower left corner and not GPS. You should see the NAV button illuminated on the AP.4. Check your avionics readouts and verify all looks good prior to the FAF. Pause FSX if necessary. ALT, HDG, FREQ, ID ILS, A/S, Power settings for descent, etc.5. After you have confirmed you are on the proper approach - IVXO - then you can press the APP button on the AP once. You will see the readout in a couple of places in the C210. Button illuminated on the AP and the info box readout.6. Fly the plane and watch the approach right down the slot. Watch your airspeed, flaps, and power settings and be ready for a manual landing from about 200 feet AGL.If you do not start the descent on the glidepath as expected, immediately press the Y key for Slew and back up about a mile or so and check all the above settings. One will not be set correctly. Fix it, then press Y again to continue.Good Luck. (We have all screwed up the little things a time or two, or three, it is just that many will not admit it)Ray

Edited January 24, 201214 yr by raymar

I just flew the ILS 13 at KRDG - Reading regl. Worked for me just fine.More screen shots.Ray

Edited January 24, 201214 yr by raymar

Ahh Ray at least you read properly. I did not see KRDG and thought that ILS freq was still related to KROA...I am out of here.. Geesh what an ** I am..rather leave it for those that are wayyyyy more wake-up then meNOTE: What route planning software do you use.. that look pretty nice.. Somehow I have missed that:edit: Never mind I am asleep I see the name right there on the screenshot,. Aivlasoft.. I will google it a bit

Edited January 24, 201214 yr by bliksimpie

Ahh Ray at least you read properly. I did not see KRDG and thought that ILS freq was still related to KROA...I am out of here.. Geesh what an ** I am..rather leave it for those that are wayyyyy more wake-up then meNOTE: What route planning software do you use.. that look pretty nice.. Somehow I have missed that:edit: Never mind I am asleep I see the name right there on the screenshot,. Aivlasoft.. I will google it a bit

Electronic Flight Bag by Aivlasoft.com - almost a must have. Free trial for 30 days. Discounted often by about 25%.Ray

You guys are going into my "Above And Beyond The Call" book for all the effort you put into this request. I did a few ILS approaches this morning and finally saw that the ALT button is staying active even though the APP has been selected. I then repeated the approaches and disengaged ALT befor initiating the Approach. Each time the 210 gave me a perfect approach.At one time or another I have made every goof you mentioned Ray (and still do sometimes). I must say though that I haven't seen an autopilot (real or simulaed) that required such fine accuracy to lock on the glideslope but I trust Carenado got it right.Blicksimple...you hit it on the head with your edit :) thanks. and the software shown is EFB (ELECTRONIC FLIGHT BAG). Forgot what it costs but it is worth every penny.Thanks again all,Neal H

You guys are going into my "Above And Beyond The Call" book for all the effort you put into this request. I did a few ILS approaches this morning and finally saw that the ALT button is staying active even though the APP has been selected. I then repeated the approaches and disengaged ALT befor initiating the Approach. Each time the 210 gave me a perfect approach.At one time or another I have made every goof you mentioned Ray (and still do sometimes). I must say though that I haven't seen an autopilot (real or simulaed) that required such fine accuracy to lock on the glideslope but I trust Carenado got it right.Blicksimple...you hit it on the head with your edit :) thanks. and the software shown is EFB (ELECTRONIC FLIGHT BAG). Forgot what it costs but it is worth every penny.Thanks again all,Neal H

Excellent. Fun stuff.Ray

Oh, I almost forgot. In the C210 make sure you remember to let the gear down prior to the FAF. GUMP is your friend. (G as, U ndercarriage, M ixtures, P rops)Ray

.......remember to let the gear down prior to the FAF....[/Quote]That is ONE thing I always get right. Here's why: On a check ride in a T-34 the examiner disconnected the gear warning horn. My setup and approach were near perfect and I was feeling pretty good and started my flareout at about 200 feet. He very casually clicked his mike and said "Do you plan to lower the gear?". (ever notice how much sweat can appear in some situations? I almost drowned)Later at debriefing he chewed me out and then remarked something like "You will never make that mistake again". That was about 30 years ago and he was correct.