You mean you have to manually tune the CRS dial to align with the DTK? If so, yes, I see that also.
yeah, i see no difference between before and after the 1.31 update.
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To be fair, not being a pilot, and not being familiar with the real Seminole or Mooney, I had assumed that this was how it worked, but it always seemed dumb!
Iāve just been flying the Mooney today, and I can confirm that the HSI on it also does not sync to the GPS heading. You can rotate it manually, and the compass rose moves etc. but you still have to rotate the CRS knob manually to match what the 530 has, just like the Seminole. I think Iāll log a ticket with Carenado tomorrow about both of these.
Additionally, on an ILS approach, on the HSI you see two yellow arrows either side, which I assume to be the glide slope indicator.
Which makes me think I was not imagining things when I said there was a vertical indicator to the left of the HSI in the Seminole to indicate the glideslope. Iām sure I havenāt imagined that.
I might need to look up some videos on Youtube in case there are ant real world examples of it in action.
One other thing I noticed in the Seminole on a group flight yesterday. Every now and again, when switching to the Showcase external camera, then back to the cockpit, I would hear a second or so of the engine noise from the C128T, which I also have installed. It wasnāt all the time, but the 182 has a distinctive engine sound, quite unlike any other plane in the sim, and I recognised it instantly.
Regarding the CDI turning automatically to the GPS course, both variants are realistic.
There are HSIs which are able to do it, others have to be turned manually.
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Iāve not managed to find a single video that illustrates that it moves by itself. The deviation indicator does, but not the course heading itself. The Alabeo version appears to work the same way, where I could see the DTRK was 306, but the HSI was set to ~359.
You can see here, as they approach the next waypoint, the course deviation bar move, the course does not, which is exactly what I see in the two Carenado aircraft.
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SEMINOLE
PA-44-180
SN 4496001 AND UP
INFORMATION
MANUAL
SECTION 9
SUPPLEMENT 3 PA-44-180, SEMINOLE
SECTION 4 - NORMAL PROCEDURES
WARNING
Familiarity with the en route operation of the
KLN 89B does not constitute proficiency in
approach operations. Do not attempt approach
operations In IMC prior to attaining proficiency
in the use of the KLN 89B.
A. OPERATION
Normal operating procedures are outlined in the KLN 89B GPS Pilotās
Guide, P/N 006-08786-0000, dated May 1995, (or later applicable
revision). A KLN 89B Quick Reference, P/N 006-08787-0000 dated 5/ 95
(or later applicable revision) containing an approach sequence, operating
bps and approach related messages is intended for cockpit use by the KLN
89B familiar pilot when conducting instrument approaches.
B. SYSTEM ANNUNCIATORS/SWITCHES/CONTROLS
HSI NAV presentation (NAV/GPS) switch annunciator- May be
used to select data for presentation on the pilotās HSI; either NAV
data from the number one navigation receiver or GPS data from the
KLN 89B GPS. Presentation on the HSI is also required for
autopilot coupling. NAV is green. GPS is blue.Message (MSG) annunciator - Will flash to alert the pilot of a
situation that requires attention. Press the MSG button on the KLN
89B GPS to view the message. (Appendix B of the KLN 89B Pilotās
Guide contains a list of all of the message page messages and their
meanings). MSG is amber.Waypoint (WPT) annunciator - Prior to reaching a waypoint in the
active flight plan, the KLN 89B GPS will provide navigation along a
curved path segment to ensure a smooth transition between two
adjacent legs in the flight plan. This feature is called turn
anticipation. Approximately 20 seconds prior to the beginning of
turn anticipation the WPT annunciator will flash, going solid upon
initialization of the turn, and extinguishing upon turn completion.
WPT is amber.
WARNING
Turn anticipation is automatically disabled for
FAF waypoints and those used exclusively in
SID/STARS where overflight is required. For
waypoints shared between SID/STARS and
published en route segments (requiring overflight
in the SID/ STARS), proper selection on the
presented waypoint page is necessary to provide
adequate route protection on the SID/STARS.HSI course control O knob - Provides analog course input to the
KLN 89B in OBS when the NAV/GPS switch/annunciator is in
GPS. When the NAV/GPS switch annunciation is in NAV, GPS
course selection in OBS mode is digital through the use of the
controls and display at the KLN 89B. The HSI course control knob
must also be set to provide proper course datum to the autopilot if
coupled to the KLN 89B in LEG or OBS.
NOTE
Manual HSI course centering in OBS using the
control knob can be difficult, especially at long
distances. Centering the dbar can best be
accomplished by pressing [ D ] and then
manually setting the HSI pointer to the course
value prescribed in the KLN 89B displayed
message.GPS approach (GPS APR ARM/ACTV) switch/annunciator -
Used to (a) manually select or deselect approach ARM (or
deselect approach ACTV) and (b) annunciate the stage of
approach operation either armed (ARM) or activated (ACTV).
Sequential button pushes if in ACTV would first result in
approach ARM and then approach arm canceled. Subsequent
button pushes will cycle between the armed state (if an approach
is in the flight plan) and approach arm canceled. Approach
ACTV cannot be selected manually. GPS APR and ARM are
white. ACTV is green.RMI NAV presentation switch - May be used to select data for
presentation on the RMI; either NAV 1 data from the number one
navigation receiver, NAV 2 data from the number two navigation
receiver or GPS data from the KLN 89B GPS.C. PILOTS DISPLAY
Left/right steering information is presented on the pilotās HSI as a
function of the NAV/GPS switch position.D. AUTOPILOT COUPLED OPERATION
The KLN 89B may be coupled to the autopilot by first selecting GPS
on the NAV/GPS switch. Manual selection of the desired track on the
pilotās HSI course pointer is required to provide course datum to the
autopilot. (Frequent manual course pointer changes may be necessary,
such as in the case of flying a DME arc.) The autopilot approach
mode (APR) should be used when conducting a coupled GPS
approach.
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Does anyone else find the PA44 has a tough time capturing the glide path on an LPV APPR? I follow the charts, and I always look at what point/altitude Iāll capture the GP and it seems to never work. Other then that, Iām loving the aircraft.
I donāt know that this combination of AP and 530 is capable of capturing the glide slope of an RNAV approach, even if it has LPV data. The above information doesnāt discuss what particular parts of a GPS approach it can handle. The instructions for the S-Tec AP only say it can follow Nav1, it doesnāt seem to have instructions for working with RNAV approaches.
I assume you have no issue capturing an ILS approach?
Iāve flown RNAV approaches with the Seminole and it works, but itās a little disconcerting flying them without any glide slope indications - you just have to watch what the AP is doing like a hawk and be ready to step in at any time 
At least with an ILS approach you can tune the second NAV radio to the frequency and watch the GS on the second CDI
i use the original 530 and it works fine for ILS and GS
I have no issue with ils approaches, just all rnav approaches. Thank you
Iāve found with the 'Nole/GNS530 mod combo (or any plane with that GPS for that matter), it will fly the glide PATH (not slope, as that term is exclusive to ILSs, and I think even the GPS is supposed to say GP instead of GS, but thatās based on information Iāve read, not experienced IRL), BUT itās very sensitive to being over the proper intercept altitude, even by a little. If you are perfectly at the right altitude (or below it), it will capture and track the GP, but it will not chase it should you be too high. In that case, youāll either have to fly it visually, or the old fashioned step down to MDA way. Assuming you notice it before itās no longer safe to do so.
In the case of actual glideslopes, it will attempt to chase it even if youāre over it, but even if it manages to capture it, it doesnāt necessarily track it very accurately. Of course thatās true even if you catch it at the right altitude or below, just of a lesser magnitude, and may be an underlying bug in the sim itself.
And once again, I hope Iām making sense lolā¦
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Glide SLOPES for ils works greatā¦ glide PATHS do not work very well on the pa44. I tried one yesterday, an LPV approach (localizer performance with vertical guidance) and it would not capture the glide pathā¦ I even went below the altitude at which it SHOULD HAVE captured. Hope they fix thisā¦
If you wanna try it, itās the RNAV GNSS Z RWY 08 at CYKF (kitchener, Ontario, canada) thank you for your help, by the way!
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Your problem here is a bug with how the autopilot handles these approaches. It will capture the glidepath but only at the last waypoint before the runway and not at the normal intercept waypoint.
In this case if you descend to about 1600 feet by the XOXAT waypoint youāll see that it can capture the glidepath from there.
This is a problem in both the GNS530 and other stock autopilots. Iāve submitted a Zendesk ticket about this and would encourage others to as well.
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Okay, Thats what I thought too. I tried it out today again and I noticed that the Glide Path captured in between IKMID and XOXAT. Thank you for your help!
My Bravo Throttle prop lever detents are assigned to toggle prop 1 feather switch and toggle prop 2 feather switch; but the animated prop levers will not go into the feather detent despite the Bravo prop levers going into the detent region. I have to use the mouse to move the PA-44ās prop levers past zero and into the detent to feather the props.
Any suggestions appreciated.
Iām not sure that feathering is simulated, but I would imagine you need to do the same thing as you do with reverse thrust: bind a different prop axis which goes from 0 - 100%. Then adjust the āNeutralā point to rest where your idle detent is.
Thanks, but too much for me. The feathering does work ā I just have to use the mouse to get the PA-44ās animated prop levers into the detent region, whereupon the props do feather nicely.
Here is how I was able to use the Bravo to feather the props in this aircraft: Pa44 feather engine in flight - #13 by system0default