This is probably obvious but I haven't figured it out yet. Here's the scenario:1) I create a flightplan (KDCA to KRDU) in FS2002 using the jet (high)airways. The checkpoints and intersections are listed after generation. I save and load the plan into FS2002.2) I start RC3 and load the same plan which matches.3) After takeoff, I engage the autopilot after departure and engage the plan in GPS nav mode. 4) The plane flies the GPS route which is laid on top of the jet airways as it should be since I requested it be generated using jet airways.After the first checkpoint (intersection) turn, RC3 will call in a bit advising that the plane is off course and gives a heading to turn to. If you do this, you would not be flying the flightplan.I have tried this with the co-pilot and she does not fly the flightplan but a different high level jet airway route. Course, she doesn't get yelled at by ATC either.Anyone have any insight? I tried leaving it in Nav mode vice GPS slave but as expected it does on fly the flight plan. The airplane is a BAE-146.If I fly the IFR flight not using RC3 using just FS2002 ATC, there is no problem with the a/c flying the filed route. Would appreciate some assistance or insight.Thanks,Dean

Hey, Dean.I've noticed this as well a few times. I usually fly GA at lower altitudes (8k to 15k feet). I set up my flight plan using VORs as my checkpoints. I'll then crank up RC3 and fly the proper radials either by hand or using AP (via the Heading Bug). I use the GPS to cross-reference my flight path, which I'm usually on the money. Every once in a while, I'll get the call that I'm not on course. The vectors I then receive are way off the flight plan (almost like I'm being vectored for traffic).Here's a posting I made on an earlier occurrance: One of Those DaysThis doesn't seem to happen all the time, but it hurts my feelings when I get yelled at by Center ;)Not sure if the problem has to do with aircraft heading versus actual track (ie: due to winds) or maybe something to do with the table of magnetic variations in FS2k2 being differnt then whats listed on my Sectionals...Bradley Dykes

#3 is the problem. autopilot setting MUST be ALT-HOLD and HDG-HOLD and NAV MODEotherwise the co-pilot can't fly the flight plan

Hi JD,So for the co-pilot to fly the plan, you have to have ALT-HOLD and HDG-HOLD on the MCP, and nav mode set for the slave. But, why does RC3 "bust" you with an off course transmission when the plane is in NAV-MODE and you are using the GPS slave (vice the co-pilot) to fly the plane? The plane tracks the flight plan as loaded and indicated on the moving map, but RC3 calls with an "off-course" and heading to steer when the plane is dead-on the flightplan track?Thanks for the quick response,Dean

without specifics, in general, you are supposed to fly direct the next checkpoint. if you attempt to fly towards the gps route, and then fly the gps route, you will be considered off course while getting back to the "green line".does that help?

I'm wondering if the wide turn the aircraft makes at the first check point is causing the issue. The generated plan has an acute angle, probably 50 to 60 degree right turn at the check point and the BAE146 flies past somewhat as it makes the turn back to the "green line" that designates the flightplan on the GPS moving map. The aircraft locks into the green line in a bit, but ATC is giving heading directions that seem way off from the "green line" heading". We've exchanged emails today but to avoid duplicating your time, I'll just use this thread.Thanks much,Dean

we give you plenty of leeway around checkpoints. as long as you are turning, we won't yell at you. but during that wide turn, we will expect that when you come out of your turn, you will heading direct to the next checkpoint. if you keep turning, and roll out heading towards the green line (not the next checkpoint) you will be noticed

That could be it then. I might try adding a couple of checkpoints to increase the angle and hopefully avoid the sharp turnback to the green track line. The GPS faithfully heads the plane back to the line and makes a left turn to join the track. This would bring the nose to the right of the next checkpoint looking like a major over-correction.Dean

>I might try adding a couple of >checkpoints to increase the angle and hopefully avoid the >sharp turnback to the green track line.Too complicated. :) There's a couple of other ways to handle this. 1. First of all, you said you were slaving to the gps after takeoff. Until you have been handed off to center and told to "resume own navigation", you should remain on whatever heading you were given by departure. The exceptions to this are a) you have NOTAMS enabled, and/or you have flex DP enabled. In either case you should not be busted for deviations until you are out of departure airspace, at which point you must be on course. If you are flying a regular DP and don't have NOTAMs enabled, you must hit your checkpoints.2. Once you are handed off to center, you may request deviations for weather (it may take several requests before you get the OK). Once you're OK to deviate, you can turn the plane over to the gps and let it do its thing. When you're back on a direct course to your next waypoint, be a nice fellow and inform center. :)Sidney Schwartz [KPDX]MyTraffic/Radar Contact/FSMeteo/FSSE/FSassist/FDCHorizon Flights--flight plans and scenery for FS2002http://sidneyschwartz.homestead.com/index.html

We'll give that method a shot. Thanks,Dean

>>2. Once you are handed off to center, you may request deviations for weather (it may take several requests before you get the OK). Once you're OK to deviate, you can turn the plane over to the gps and let it do its thing. When you're back on a direct course to your next waypoint, be a nice fellow and inform center.<).

Thanks for the info John!. I agree 10nm is plenty. The GPS just won't turn the a/c fast enough. Haven't tried an FMS capable a/c yet but my guess is the 60 degree turn will still be prohibitive. It's reasonable for me to lay out some of the check points to avoid acute angles as part of the flight planning or use the heading bug to turn in plenty of time.It was an interesting scenario.Thanks all and keep 'em flying!Dean

glad I snuck a minute out of work to peek in hereIf I understand all this correctly, after t/o, with no NOTAMS or DP/FLEX DP in effect, I SHOULD NOT try to intercept the GPS flight path, or FMC flight path .. rather I should fly DIRECT to the first waypoint. AHA ... that would be the reason why when connecting the GPS to the AP, I get the "off course" message ... and sit here swearing at the b*&tar* saying "I am trying to get on course ..." hahahaha. So theoretically, as long as I am flying TO the waypoint, I am ok. I have been using the FS Avionics Garmin 530 and 430 for "regional" aircraft flights .. Fokker 50, Dash 8 (with no FMS) and ATR ...and like the MSFS GPS, when I connect the FSGARMIN to the AP, it turns rather radically to the "flight plan path". The Garmin also tells me when to start a turn and I guess I can accept it's advice since it usually is a few miles prior to the waypoint. I did a hop from Gatwick to Gardermoen (Oslo) a night or two ago in a a PIC 767ER, and I noticed that I was vectored roughly parallel to the FMC track flying in HDG SEL. When I was told to resume normal navigation, I pushed LNAV and received a "Not on Intercept" message, so I turned to the flight path, and of course I got the message to set heading again. So I guess I will just try DIRECT .. and see if that works or simply wait to the first waypoint to set LNAV ... very interesting.What has happened here is that I am really averse to getting yelled at when I turn off the runway after landing, and have become a way better pilot in the process although my MAALOX intake is getting greater .... hahahahaha ... just kidding.As always, it is really good to understand the rules!Excellent Thread ... thanks gentlemen!!!

Gentlemen? Hey, no name-calling :-lol!>>...after t/o, with no NOTAMS or DP/FLEX DP in effect, I SHOULD NOT try to intercept the GPS flight path, or FMC flight path .. rather I should fly DIRECT to the first waypoint.<>So theoretically, as long as I am flying TO the waypoint, I am ok.<

>So I guess I will just try DIRECTYes, RC always assumes that you will head direct to your next checkpoint.>MAALOX Sounds like the name of a fix. "United three five zero cross MAALOX at ten thousand..." :)Sidney Schwartz [KPDX]MyTraffic/Radar Contact/FSMeteo/FSSE/FSassist/FDCHorizon Flights--flight plans and scenery for FS2002http://sidneyschwartz.homestead.com/index.html