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Believe it or not there are those of us who still lack GPS on our panel. My panel is circa 1987 in a 1965 Cherokee. Great video and I would love to attempt the landing. Greetings from Wilmington, NC.

Click bait - this is NOT about the Sling TSi engine failure and turnback. There wouldnt be a need to turnback if all aircraft are Sling TSi because the Rotax doesn't quit!

Well Done Mike. Was just there last week touring the mountain facility.

Great job 1AM. I know it takes a lot of time to do this. Thank you! I have a Sling 2 with Magnum chute. I agree with your analysis. It would be nice to have a data base of Sling chute deployments like Cirrus has…but maybe lack of pulls is an indicator of Rotax reliability. I think Boris Popov (founder BRS) has said “pull at any altitude if you need it!” The RUclips video titled “Rescue Parachute System in Sirius” shows a successful deployment at about 200’ or 250’ agl, I am guessing, from level flight. In the USAF, it was hammered into us to trust the ejection seat. Parachutes work great! “Pull early, pull often!” ruclips.net/video/MQjxpwzigN4/видео.htmlsi=RRHfcRLCIwWUIjuO Or here’s test pilot in a spin 14 seconds before impact! 327 agl? ruclips.net/video/xwZrtYgnP7s/видео.htmlsi=lQEostCnUKAZYbbF

Great video! A+!

One of my favorite channels! I love your content and thank you for posting your adventures & knowledge.

Thanks for posting Mike! Very informative and educational. I look forward to all your useful videos on Sling. I have a chute on mine too and often wondered about how to best use it if needed.

Nice one Mike. I've equipped a chute in my second aircraft. My 4 place mission didn't allow a chute in my TSi. So I'm planning to do some turn back practises and be picky with the airports to minimise the risks. Either way, the chute is a great option to have at any altitude.

Thank you. I just finished Engine by Mike Busch. Your information syncs well with many points made in Mike’s book.

Hey Mike, enjoying your channel. Did you enter in your checklists in ForeFlight from the POH or did you get them somewhere? I have a contract on a Sling Tsi.

Excellent video Mike and just the subject that Sling should address. When building my TSi I asked them about this topic. I think they would be wise to review and recommend your video to their clients. Credit to you …

invaluable advice, thank you sir.

Thank you MIke for another excellent video and your analysis of the factors involved in the decision making. Very helpful.

Great video, thanks a lot!!!

My Rotax engine runs great on my Cam-Am Spyder. It doesn’t fly high but it goes fast when needed.

Excellent performance information. Thank you

Proud to be south african Well done fellas

Fernando seemed to have rightaphopia. The fear of turning an airplane to the right!

Nice

I'm planning to be a pilot. Is there any tip you can give me

I have done impossible turn in the TSI almost a hundred times 600agl is all you need.

Great video Mike! My wife and I got a chance to fly in there last fall for a night and a little golf. I was a little nervous but it was an amazing experience and such a beautiful place. The approach and departure are awesome!! Maybe we can do it again someday.

Great vid i can only find MAX HP where can i find HP to RPM graphs on the 912is 915is 916is like HP at 4000rpm 4500rpm etc. 🤷‍♂️

Too bad they're so damned expensive!

Rotax 2 stroke in line cylinder engines is complete garbage. If you manage to run one more than 200 hours it's a miracle

I love that plane

For power off better follow a rule. The 777 No Power Turnback Rule. If expecting to climb at 700 fpm plus, have 7 knots or more wind, then mark the altimeter for 700 agl or more. I learned that on the Emergency LowManeuvering channel. The 700 No power Turback rule. Partial Power he taught from 400 agl if not surging engine. If surging, dont turnback, headwind turn if any.

Where did you go?

Simply Amazing! Wow! Very nicely Done 🫡😊🇺🇸 THANKS FOR SHARING! 🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸🇺🇸

You say you're 72 on final but his will be 65 why the difference? Thank you!

This was the first video teaching in detail the 4 kinds of EFATO (total off) and ROTOT (partial power) maneuvers to bring it back to the runway even with 16 knots of winds. Was made by my CFI a while ago. He had 11 emergencies and 5 engine fails when he flew twins and singles as Bush Pilot CFI and Charter Pilot. Lots of info here. ruclips.net/video/94li1apG-aI/видео.html

For under 500 agl Teardrop- The Partial Power Teadrop is.. Go with the crosswind for first turn to 40 degrees angle away from crosswind, the first leg for 4 seconds while leaning mixture and changing tanks, then 2nd turn is 40 bank to turnback at Vglide. The 444 Teardrop Turnback. After the 2nd turn, use Flaps if high, also cut mixture if high, dive to the numbers then cut flaps on flare. Brake with no flaps no prop turning.

Great video Mike I really enjoyed it.. I’m looking at purchasing a Sling so appreciate all that you do…. There is something unnerving about hurtling toward the edge of a mountain hoping physics all work perfectly 😂

Many have been CFI for decades but dont teach EFATO maneuvers. They dont. They cant.. Here, see this.. My CFI did this video in 1995. Turnbacks and turnarounds from 500 and 600 and how to practice GRM Turnbacks instead of stupid S turns over road idiocy. You practice them first over straight highway one mile long or other one mile long ground thing to simulate a runway, then go to airport and do them. First video ever showing turnbacks and turnarounds and landing on real runway , no bs and no simulation AND WITH STRONG WINDS TOO. There are 2 kinds of turnbacks, Teardrop Kind(2 Turns) and Hook or Question Mark Turnback kind (one turn only) but you have to be at least 2k feet away from spot you want to flyover again BEFORE TURNING BACK 45 BANK. Video is 40 minutes. No BS video like others that dont land or do them once with no winds at all. He did 4 turnbacks with 16 knot winds. Cherokees. ruclips.net/video/94li1apG-aI/видео.html

Beautiful aircraft, sir. It looks like a sleek little speed demon.

--- About Richard Mac Spadden; killed while flying as passenger with an ex NFL football player as PIC. MacSpadden was not flying that airplane and i bet he, who had practiced EFATO Turnbacks" did not try a too low one. The ones who dont practice them are the ones that try them the wrong way, LIKE TOO LOW. The owner of the airplane is always flying it in photo missions not other man while the owner sits on side. MacSpadden got killed by that guy that didnt know turnbacks and turned back too low. The Ignorants are the ones that crash, not the ones with experience on the maneuver. Duhh! The Cessna Cardinal looked like they could make the runway, but someone pop out the dragfull landing gear and they didnt. Most times the owners do that to save cost, not an expert like MacSpadden. MacSpadden was killed by a bad pilot. Also on photo you can see the airplane had a full up elevator. The owner did that, killing the glide. I took my commercial on that airplane and know it well. Owners kill a lot of passengers with pilot errors they do as PIC. Be careful who you fly with. Too many good pilots were killed by the PIC pilot errors, not them.lso on photo you can see the airplane had a full up elevator. Mac Spadden spoke about not pulling too much elevator. That was the owner. Too many good pilots were killed by the PIC pilot errors, not them. Too many good drivers are killed by bad drivers too. Be careful who you fly with. And who you drive with too. Dont be the next killed as a passenger.

YOU NEED TO KNOW TURNBACKS.- Not only for EFATO. You need turnbacks also on Circling Approaches, Flyover Turnbacks, Box Canyon turnbacks, overhead airport to enter the 45 after. Many accidents on those 5 places were the pilot made turnback errors and crashed. His fault- for not knowing Turnbacks well. A 180 is not a full turnback, just an U Turn. Turnbacks are bigger turns that finish at almost or the same place you were before. A course reversal, not just a heading reversal 180 turn. Turnbacks are more than a 180. Many CFI's call a 180 a turnback. No its not. TO TEACH TURNBACKS; It is better to teach "Turnbacks To A Flyover" FIRST. The GRM TURNBACKS first, then the emergency and circling ones later on after you do them level flight well. I taught them all 2 decades ago and researched about the accidents causes on them a lot. Most pilots dont know those maneuvers well and do them very wrong, or stall and crash. Even ATPs crashes. 1-The Teardrop Turnback to a flyover a spot on ground do it first. Fly at Vglide speed slow flight over highway (w. a Crosswind). With flaps 10 degrees. 1,000' agl. Fly over spot on highway, turn away from wind 40 degr. , then into wind. Fly over the spot on highway again, after flyover repeat same steps on other side. Do 3 on each side until perfection Teardrop Turnbacks. One turn turnbacks require 2k feet dist. from flyover spot. Dont do them yet. Those are more difficult and dangerous. Later on i will type about those Hook Turnbacks. Cropdusters do them only after getting low in weight. I used to call them Question Mark Shaped Turnbacks. 2k distance after flyover, Vglide speed, bank 45 degr. more later on that QMark ? Turnback. 2-Then Box Canyon Turnbacks Scenario (Climbing Vx but at 60% power only to sim a 10k density alt.) Then the Circling Approach overfly + Turnback, then the LOTOT Turnbacks and no power EFATO at end. Some day you will have to do those maneuvers. Some say to keep the ignorance. But Ignorance is not the solution, IGNORANCE IS THE PROBLEM. Most pilots that crashed doing turnbacks on those 5 places were Turnback ignorant

Mike, I have a Sling Tsi that I finished a few months ago, 782MB, and I have learned one very important thing that you might not be aware of. The VPX total amperage draw does not include the Pitot Heat. The reason is because it draws too many amps and Midwest Panel would have had to configure things differently because of this. I did not get the 3rd alternator but in retrospect I probably should have. The standard 30 amp alternator can easily be overtaxed under certain conditions, I've had it happen. There is no way to tell how many amps the Pitot Heat draws, and the amperage varies depending on the OAT and other variables.

Military pilot, planning a trip out there, for the weekend of April 5-8th is there any way we could get a ppr to do a couple stop and goes there? It’s been a dream of mine to land there

Reduction of power ON TAKE OFF KINDS; the ROTOT OR Lost of power LOTOT. also called. I like to use ROTOT lately. I had 5 engine failures on pistons on take off in the 3,000 hours that i flew them in South America cargo in the 1980's. 2 were total fails but they were twins. DC3 and Piper Aztec. I landed them feathered. The other 3 were partial power fails Cherokees with cargo on. On take off. 2 i lost one cylinder. The third was fuel pressure down There are 2 basic kinds of partial power engine fails (ROTOT). 1-The Vibration LOTOT and 2-ENGINE CUTTING OFF IN AND OUT ROTOT. On the vibration LOTOT you sort of lose the climb on a 4 cylinder engine, so if over 500 agl, you can still Turnback or Turnaround airport if know how to before. Dont know ? Dont go there. Good luck crashing outside the airport. Lean mixture and SOME carb heat apply after lowering nose. Troubleshoting with lean mixt and changing tanks is mostly needed as you plan to turnback or do a turnaround. 6 cylinder engines most times you still can climb to 500 easier & turnaround the airport or Turnback to side or back runway if know Turnback. In the worst LOTOT or engine cutting off in and out, change tanks and be over say 500 agl be 500 agl if engine is cutting out badly. Be a Turnback or a Turnaround maneuver.

FOR TOTAL ENGINE FAIL, Use the 777 EFATO Turnback Rule for light singles. The 999 Rule is for heavy singles. The 777 rule can be done even when on preflight or driving to airport. Will I be able to climb over 700 fpm? Yes? Are the winds over 7 knots? Yes? Then mark the altimeter to 700 agl for EFATO turnback or slighly more depending on your experience on Turnbacks The light Single engine 777 Turnback Rule = THE Nno Power 777 TURBACK RULE FOR LIGHT SINGLES. Between me and my 1990's students we had to do 4 turnbacks due bird strikes, loose engine cowls an engine problems on take off. 4 airplanes saved i know. iGNORANCE of Turnback turs is not the solution, IGNORANCE is the problem.

Hi, I am actually setting up the elevator trim tab on my TSI. Since you should now have few hundreds flight hours on your TSI, could you confirm that the physical elevator trim tab deflection is 5 degrees up and 25 degrees down ?When you take off do you put the elevator trim tab to neutral or you trim the aircraft up a little bit ? I am asking this since on your PFD when you take off your trim tab indicator is in the middle showing not a neutral position if you followed the +5 / -25 degrees as per maintenance manual.

Their line of "Drone" engines don't have to meet any kind of longivity standards though , do they ? They , start fly around for a couple of hours and then they explode , Right !?

I am putting my OAT on the wing. Also, I am thinking about combining both the rear and front static ports into one blended setting. I will likely play with it several ways. I do have both static ports installed.

Fantastic - Thanks for all the work on our behalf. Might be worthwhile for someone to create a simple app that would give you some initial guess of turnback attitude based on Vx or Vy and headwind, and crosswind, and runway length. Nothing is perfect, but it would be a good briefing tool to have an idea ahead of time what decision - turnback, go straight or pull chute - to make. Again - THANKS!

Thanks! Being a tall and heavier person with a tall pilot son, I really looked at the TSi as a 2 or maybe three person plane with the chute and baggage capability for travelling. And, for all of your reasons (btw: over water is another), I wanted the chute. Of course, we all would like to see someone (else) deploy one and note the results. Great video.

Extremely well done. I like your academic approach in your videos and you asking "why" and "how".

Great information! What are you flying?

Great video! I'm on the Collins Aerospace development team for the Rotax iS engine ECUs and I always find it interesting to hear the perspectives of actual pilots.

Great information and this is a great way to break down so many variables we all need to consider with our departures and day to day flying. This information will make people consider so much more.