Sorry, I changed my post 
so devs answer wonât make as much sense. If you are happy with the AUTO prop system, it MUST be me who is failing to understand it and believe me, that is very likely 
Yup. Pressing the switch down detracts 10 RPM (to min of 4500) pressing it up adds 10 (to 5500, which is also the pre-set one when you engage the auto mode so at first pressing up does nothing since itâs at the cap already). This is just the setting you put into the governor, the propeller will follow it if it can.
As for throttle. Power is derived from torque and RPM. If RPM increases in level flight without change of speed then either you are reducing load or producing more power. If you are increasing power youâll get more torque, and more RPM for given load. Increasing the pitch of your propeller blades would allows you to take greater bite of air and essentially convert RPM to load, but if you are already sitting at the coarsest possible propeller pitch setting they only thing the propeller can do is spin faster.
Airspeed will also affect RPM, with propeller wanting to spin faster with more speed.
This is getting (partially) to the set of reason propeller planes were fitted with adjustable pitch propellers in the first place. These things affect all propeller aircraft, either overtly or under the hood. You could go observe the way propeller handles on the fixed pitch Cessna 152/172 for example. Theyâll overrev the engine if you dive at full power.
Checking some articles (or videos) on variable pitch and constant speed propellers might help you understand the situation better, if you havenât done so already.
Because the manual or variable pitch mode needs constant adjustment. With auto mode (=constant speed, i.e. variable pitch with automatic governor) you can set RPM and then the propeller pitch will automatically be adjusted for the correct RPM with changing situation (within limits, as above).
What I donât know is why this aircraft has both variable and constant speed modes. Usually itâs one or the other. Since VL-3 has that as well (though the auto mode is unimplemented) Iâd guess itâs something to do with the Rotax engine.
This is what my example of previous post was about. Follow it and you should get into such situation where you can lower the RPM (with either variable or auto modes). The RPM range I mentioned was just a practical recommendation.
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I did further test this evening and I totally got everything to work. Thanks to your help, it is starting to make sense. It doesnât yet, but I have your previous post to digest and then (plus pouring over more variable pitch prop videos), I may start to get it fully.
I think the rpm adjust switch operates in a strange way in the Sting S4. What I want to do is press the switch down and hold it down until I reach the desired rpm setpoint, but the interface allows a mouse left click for up but a scroll wheel roll for a brief down. To get more down you need to keep winding the scroll wheel back which keeps blipping the down button. This doesnât seem optimal but maybe there was no other way to implement it.
In other up/middle/down style buttons you can usually place your mouse for an up press (up arrow appears) and place your mouse for a down press (down arrow appears) No down arrow appears, for me at least.
For me the autoprop up/down switch moves the blue lever but does not seem to effect the rpm. I may be doing something wrong of course.
Currently it will go well past 5500 RPM on full throttle with coarsest possible pitch in level flight. That may well be excessive. Itâs also so easy to go into the 5800RPM no go zone on takeoff I find myself either not using full throttle or not using fully fine pitch.
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Two real S4 pilots confirmed to me on beta tests this is how it works on real world, I guess being an âsportâ aircraft, it is up to the pilot to be sensible but the aircraft allow the engine to be pushed to the limits if the pilots wants / needs.
R.
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In most variable pitch or constant speed setups greater reduction of prop RPM would be possible at full throttle. Meaning, the ability to increase prop pitch (for less RPM) is more limited here than typical. So itâs actually a question of having lesser control. A possible reason for this could be to limit the pilotâs ability to overstress (and potentially damage) the engine by running it at low RPMs at full throttle. However Rotaxâ manual for 912 gives altitude graph for performance at âfull throttleâ and as little as 4300RPM, so it seems the engine manufacturer is OK with much lesser RPMs at full throttle.
If this has been confirmed with pilotâs flying S4 with variable pitch propellers then Iâll take their word for it, it would just mean the S4 really has bit peculiar RPM control.
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Purchased it this afternoon due to all the positive reviews and being impressed by listening to the dev on-stream and responses in forums. Not my normal thing as I have an alergy to glass cockpits (any chance of a steam-gauge update at some point for us dinosaurs?) 
Very impressed so far, lots to get used to and I think I need to play with my controls a little as taxiing is a rather twitchy experience compared to other aircraft.
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It is a very light aircraft⊠with a very powerful engine 100Hp⊠this airplane has CFD enabled and reacts to the simulation of the air passing thru the airplane surfaces⊠loot at the size of the ruder and tail⊠is massive⊠yea⊠it reacts accordingly⊠it is a very authoritative airplane in MSFS and IRL.
So yes it feel different from anything else you flown before.
R.
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Raul, thanks for the background!
I thought SimMarketâs new installer enabled a form of DRM? Perhaps the post I saw on that from another dev was unclear.
Iâd be much less annoyed with Marketplace if theyâd come through on their promise to investigate removing DRM from config files while still protecting the majority of the plane assets. That would allow Deluxe and third-party planes to be fully tweaked by the community, while keeping the majority of the assets protected by DRM, so everyone would win!
The difference is that Flight Sim runs on the Xbox too, and the Xbox is a secure platform and Microsoft wants to keep it that way. A bad actor could slip in code that enables backdoors and other evils on the console.
Steam, etc. run only on the PC, which alas hasnât been fully secure since the day the first m0ron wrote an x86 virus.
Hi, the PMS GTN750 in the Sting uses the stock Asobo code. Some other aircraft allow the use of the Working Title code which offers a lot of extra features. Some of them have a package to download which allows the use of the Working Title code. Are there any plans to allow the use of the Working Title code in the Sting? Thanks.
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Hi there,
I could, but I am torn by what the future holds, Matt from WT is clearly working for Microsoft to improve the avionics for all default AP handling and many other things, what we see in WT code is the preview of this, but as I understand, it will get merged at the end with all the default MSFS systems.
So, the question is, why spend time on this when it is coming at the end for everything? thatâs my take⊠my next project is a more complex IFR aircraft, a Piper 500 turbo and I feel for this type of airplane it would make more sense to embed the WT NXi G1000, althought it is posible by the time I get to put the code, we might see all default avionics already upgraded.
So this is a moving target at the moment, so I am monitoring for the next couple of months what the future holds before making this move.
Best,
Raul
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As far as I am aware there is not DRM, in any case most DRMâs available via other platforms are un-effective unless you develop something very sophisticated like Fenix and PMDG did⊠In hence why everything eventually ends up being pirated.
I donât want to waste the energy and resources to do such DRM, licensing code and licensing handling to be honest, it is not what you guys pay for, you guys need high level of details, high quality in the products and excellent support. Therefore I rather focus on those 3 key items instead, it provides more value to you and myself over the long run, I am investing my time and energy on what really matters basically.
R.
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Great aircraft! I made my first solo in TL-2000. It was many years ago and I canât remember anything from POH anymore 
Could you please publish somewhere power management manual? I canât find which MP setting I should use for climb and cruise. Also is it possible to map prop pitch switch to joystick? In VR it is very hard to use mouse.
You can assign the prop pitch to any axis and it should work, alternatively use the auto prop.
Regarding the POH, I used the real one to develop the airplane, link here: https://www.tl-ultralight.cz/file/edee/prilohy/ke-stazeni/sting-s4_poh_ul.pdf
Before someone else ask me, we modeled the aircraft with 1042lb / 472kg max weight since under European + USA law any ultralight aircraft with a ballistic parachute requires a max weight of 472kg.
We had to respect the wishes of the aircraft manufacturer on this regard which requested us to model that version.
Thanks for your understanding.
Raul
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Thanks, UL is my favorite version because Iâm in Europe now I read POH and I canât find MP settings there. It all about RPM. Iâd like to use auto prop because IRL I used it. There was TL-2000 with steam gauges but it had LCD with selected RPM and switch to change it. It was not very convenient to stare at LCD, aviate and click autoprop switch in the same time. But it was easy to remember number of clicks required for example for transition from takeoff to climb mode and look at LCD just from time to time to make sure RPM is OK.
If Iâll assign prop up and down button to joystick, will it control autoprop in this model?
Yep auto prop is modeled as per the powermax variable pitch instructions.
R.
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Thatâs fair enough. I didnât know whether or not it would be a big job to include the WT code. If it is, then as you say itâs probably not worth it.
I asked in the GTN750 thread and the author confirmed that once WTT is included in the sim by default, all of the aircraft with GTN750 should get all of the features, including Visual Approach.
Yea and this is the thing⊠this is coming⊠it is a matter of when⊠not how!.. so I feel I would be re-inventing the wheel on this.
I will see in the next 2 months how WT is doing and review.
R.
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Is there a SimConnect event or LVAR variable I can use to manipulate the auto-RPM up/down switch from my controls?
With auto RPM off I can use the standard prop 1 axis via SimConnect to control pitch, but it didnât seem to do anything while in auto RPM mode when I tried it earlier. (I might have done something wrong though!)