Thanks for bringing your Sling to OSH, and posting this video. It was interesting to see the arrival process from the cockpit perspective. It was me who marshalled you into parking. Sorry that the parking team was a little slow greeting you, but we had to "chase" you from where we were to where we wanted to park you, and my golf cart doesn't go very fast. That's why the guy in the VW came out to stop you on the taxiway until I arrived to park you. Yours was the only Sling we had in Homebuilt parking that wasn't associated with the Sling booth. It took us a minute to recognize you as a "regular" parker and not an exhibitor (the exhibitors also show HBP signs). We had some issues this year with non-homebuilts showing up with HBP signs in their windows (European light aircraft, etc.), so we were getting a little gunshy about who belonged in the homebuilt area and who did not. Those guys with the European light aircraft were "Experimental" but were not homebuilts. Anyway, we sorted it out and it all worked out, and we were glad to have you and your beautiful plane in Homebuilt parking. Hope you can make it again next year!
Ah, no worries! Thanks for the explanation! Since it was my first Oshkosh, I just kept wondering if maybe I was in the wrong place or something. I appreciate all that you guys do to keep the big show running as smoothly as it does!
Not ready to go up high yet, but definitely going to be looking at oxygen concentrators as opposed to bottles when it's time. Thank you for that information. Very helpful, and an awesome flight. Looking really hard at the sling tsi. I definitely have to get my own bird at some point, renting is just too limiting! Fly well brother!
I'm kind of in the same boat as far as Oshkosh goes. I've been flying for 20 years, all kinds of airplanes and helicopters. I recently sold a Cherokee 180 that I owned for 15 years, and bought a American legend super cub. I was so excited to fly it to Oshkosh last year, it would have been my first trip. I can't believe I've been flying for 20 years, and have never even been to Oshkosh let alone flown my own aircraft there. I really love the sling TSI, I've been eyeballing them for a while, trying to convince my wife that we should build one. I bought the super cub because most of my flying is just local area low and slow recreational stuff. I very rarely use an airplane to travel with the family. If I did, I would strongly consider this airplane, but, my family doesn't travel light. So maybe a 206 is a better option. Lol!
Nice overview of why you picked all of the components. I spoke to the Sling folks about the high wing which is about two years out, could be perfect timing for a retirement project. With the current market in used a/c, I find it difficult to justify the prices for a 30-50 year old plane when you can build a brand new one to your own specs for a whole lot less.
Great video Mike. With more than 18,000 aircraft operations during the week at Whittman Regional, you made it look easy. Except for finding flag personnel who knew where to park you.
Well it’s a beautiful plane what made you decide to go to that I was looking at the Kitfox at seven but it sling overhead wing is sharp looking how to handle does Engines very expensive though! What engine choices do you have or do you have any at all been is it experimental etc. appreciate any help thank you be safe cover six
Sorry, I missed the question on insurance. I'm currently paying $4k/year for full coverage. The aviation insurance market in the US is crazy right now. Also, since the TSi is relatively new to the US, many insurance companies are unfamiliar with them. There are only 3 underwriters who will write policies on it, so there's not enough competition to drive the price down. I expect that, as the TSi becomes more popular in the US, more underwriters will write policies on it, which should drive the price down.
Hey OneAlphaMike. I just saw your Oshkosh video and love the plane. I am looking to get my GA license in the next year. I heard you say you are from Central FL? What part of CFL? I am in the greater Orlando area.
I've never bothered to measure, but the factory states the cabin width is 45.3". slingaircraft.us18.list-manage.com/track/click?u=69a5281558c73848411bc6393&id=1e8f2704c4&e=64da334eca
I have been curious about the portable O2 concentrators and thought they are the best option but haven't spoken with anyone that actually uses one in an aviation aspect. Which make/model of concentrator did you go with and have you had any problems with electrical draw or not producing the required O2? From sounds of it you sound happy just curious if there was any issues and which one you picked?
I'm not tall, but I know Sling TSi owners at tall as 6'7" who say they're comfortable. The brilliant angled design of the front seat tracks is such that when you slide the seat back horizontally it also slides down vertically, so while giving you more legroom it simultaneously gives you more headroom. There's also an option for an extended seat rail, which slides back and down even further, for the extra-tall. I think at 6'2" you'd be fine with the standard seat rail. Taller than 6'4" or so you'd probably want the extended seat rail.
Great plane. Seriously considering getting one. Only thing I don't like is the brakes. Seems awkward. Wonder why they didn't use brake pedals like everyone else. What are your thoughts about it having used them?
I love the brake lever, got used to it in no time. Always gives you symmetrical braking, and you don't have that awkward moment after a crosswind landing when you have to transfer your toes from the rudder pedals up to the brakes. (Or if you're one of those pilots who flies with their toes on the brakes all the time, prevents inadvertent brake application.) The nosewheel is directly connected to the rudder pedals (not castering), so it turns on a dime - no asymmetrical braking needed. With all that said, you can still opt for pedal brakes if you prefer. It's an option that some get, but the brake lever is simpler - less to maintain, fewer components to fail.
The FAA tells you when you need to use supplemental oxygen, but doesn't actually "certify" any GA portable O2 systems or even specify what kind of system you can use.
I've never understood the logic and the facination of low fuel burn/efficiency and trying to save money at the pump when a person spends upwards of $200k for an airplane and all the other expenses that come with it. I think these aircraft are fantastic!!
Pretty simple logic, from my perspective. If you want a nice, modern airplane with high-tech avionics and engine and a comfortable interior, you’re going to have to spend a sizable chunk of money. (Of course, it’s a lot cheaper to build one of these then to buy a new factory-built plane!) The other option is to buy something old and cheap, so less money upfront, but costs you more to fly and maintain. You can do that, and over the course of several years, maybe you even spend less money overall. Fine. But you’re spending all that time in a 50-year old plane with antiquated equipment and an unpleasant interior. No thanks. I spent most of my early career flying old, outdated planes with lousy equipment and constant maintenance problems. I’ve spent the rest of my flying career trying to get away from that. I’m done with old planes. I want to fly new, modern, high-tech equipment! I use my airplane to go places, not just to bore holes in the sky. Every time I have to make a trip, I have a to decide: do I drive, take the airlines, or fly my plane? Once you own a plane, your fixed costs are, well, fixed. So we’re just considering the incremental costs of the trip itself. That’s why efficiency matters. I have friends with old gas-guzzling planes and they shy away from many trips. On short trips, they just drive. Not worth spending the money to gas up the plane for minimal time savings. For long trips, they take the airlines. One told me, if they’re going somewhere that requires a fuel stop in their plane, they just take the airlines. Just too expensive to fill up his gas guzzler. With the efficient TSi, it nearly always makes sense to fly my plane. So, I get to fly more places in my own plane, and that’s what it’s all about!
I thought my upwind main touched down right on it! (It was just so damn smooth you couldn’t tell.) 😂🤣 Then the downwind main touched down later, then the nose.
Nice job but I don't think I would be fooling with the screens so much in a high traffic environment and rolling down the runway and taxiways with all those people around.
I’m not sure you’re in “Eco” mode at 17,500 with those power settings. My 915 with the same prop at FL190 pushing 34.9” manifold at 75% power and the same prop rpm is burning 6.9 gph. Contrary to many’s belief eco-mode is not a percent of power it’s 97% or less throttle position. If I push in my throttle ever so slightly to exceed 97% throttle it’ll jump to 8.5 gph with only an increase of 3% power and 2.5” manifold.
I am in the first one, burning 8.0 gph. As you know, it’s very obvious when it goes in and out of ECO. On mine, when pulling power back after level off, as soon as it hits 9gph it quickly drops to about 7.8gph. I can push it up a bit from there, it’ll stay in ECO until 8.0 gph or so. If I push it up even slightly from there it jumps out of ECO and burn goes up to 9gph.
@@OneAlphaMike it’s crazy how the same engine and prop systems performance varies widely… in your video at 17,500 your at 82% and just over 35”s burning 8gph. Mine at 17,500 at 80% is at 38”s and 8.8 gph
@@Captndarty Yeah, that is pretty different. Do you have the exact same prop? Airmaster AP430CTF with Whirlwind WWR72B blades? If so, maybe other installation differences influence it? We noticed at Oshkosh they were advertising the JMB VL3's speeds at 9gph. Us TSi guys were like, "Why 9gph?" On a TSi, 9gph is no faster than 8gph. All you've done is just come out of ECO and burn more fuel. But they have a 4 blade DUC propeller, so maybe that changes everything. 🤷♂
@@OneAlphaMike yeah it’s the same exact prop. I think the VL3 guys are just running the motor too hard to ride that max speed notoriety they have. Harmonically mine actually prefers 72% about 35”s at 7gph. Pushing it to 80% I’ll burn 8gph and go 5kts faster. Diminishing returns. Not worth it over a 4-5 hour trip. Albeit I’m pushing struts and 26” bush wheels through the air. I hate the fact that eco is only throttle position. FL190 is as high as I can go to keep my 7gph before I’m WOT and burning almost 2gph more. I’ve taken it up to FL230 where I’m 5% less power than FL190 and 4”s less manifold all while burning more gas at 7.5gph WOT
@@Captndarty I forgot to mention, it used to be that the G3X displayed "ECO" on the screen whenever it was in ECO mode. Then there was no doubt. After some software update a couple years back it disappeared. (This according to the guys at Sling in Torrance.) I asked Garmin about it and they seemed unaware. They asked me to send a data log from one of my flights so they could look into it. I haven't bothered to do that yet, since it's pretty obvious when it's in ECO just based on fuel flow. Thing is, the "ECO" used to replace the % of power indication. I wouldn't want that. But if they could put it in the FADEC info or something, that would be OK.
Thanks for bringing your Sling to OSH, and posting this video. It was interesting to see the arrival process from the cockpit perspective. It was me who marshalled you into parking. Sorry that the parking team was a little slow greeting you, but we had to "chase" you from where we were to where we wanted to park you, and my golf cart doesn't go very fast. That's why the guy in the VW came out to stop you on the taxiway until I arrived to park you. Yours was the only Sling we had in Homebuilt parking that wasn't associated with the Sling booth. It took us a minute to recognize you as a "regular" parker and not an exhibitor (the exhibitors also show HBP signs). We had some issues this year with non-homebuilts showing up with HBP signs in their windows (European light aircraft, etc.), so we were getting a little gunshy about who belonged in the homebuilt area and who did not. Those guys with the European light aircraft were "Experimental" but were not homebuilts. Anyway, we sorted it out and it all worked out, and we were glad to have you and your beautiful plane in Homebuilt parking. Hope you can make it again next year!
Ah, no worries! Thanks for the explanation! Since it was my first Oshkosh, I just kept wondering if maybe I was in the wrong place or something. I appreciate all that you guys do to keep the big show running as smoothly as it does!
Great video Mike!
Great video and wonderful Sling.
Beautiful colors and paint job. Great inside layout and overall nice build!
Not ready to go up high yet, but definitely going to be looking at oxygen concentrators as opposed to bottles when it's time. Thank you for that information. Very helpful, and an awesome flight. Looking really hard at the sling tsi. I definitely have to get my own bird at some point, renting is just too limiting! Fly well brother!
I'm kind of in the same boat as far as Oshkosh goes. I've been flying for 20 years, all kinds of airplanes and helicopters. I recently sold a Cherokee 180 that I owned for 15 years, and bought a American legend super cub. I was so excited to fly it to Oshkosh last year, it would have been my first trip. I can't believe I've been flying for 20 years, and have never even been to Oshkosh let alone flown my own aircraft there. I really love the sling TSI, I've been eyeballing them for a while, trying to convince my wife that we should build one. I bought the super cub because most of my flying is just local area low and slow recreational stuff. I very rarely use an airplane to travel with the family. If I did, I would strongly consider this airplane, but, my family doesn't travel light. So maybe a 206 is a better option. Lol!
I met you at the show with Evan at the Sling booth. Your plane is beautiful.
Great video! My girlfriend thought your plane had the best paint. Thanks for bringing it!
great video. lots of good info before my purchase
Beautiful Man 👏👏👏
Nice overview of why you picked all of the components. I spoke to the Sling folks about the high wing which is about two years out, could be perfect timing for a retirement project. With the current market in used a/c, I find it difficult to justify the prices for a 30-50 year old plane when you can build a brand new one to your own specs for a whole lot less.
Great video Mike. With more than 18,000 aircraft operations during the week at Whittman Regional, you made it look easy. Except for finding flag personnel who knew where to park you.
Who knew that would be the hard part? 🤣
Awesome!
*COOL 😍*
Well it’s a beautiful plane what made you decide to go to that I was looking at the Kitfox at seven but it sling overhead wing is sharp looking how to handle does Engines very expensive though! What engine choices do you have or do you have any at all been is it experimental etc. appreciate any help thank you be safe cover six
im intrested to learn more about oxygen concentrators
Nice video. Love the details. Keep them coming. What do you pay in insurance premiums annually?
He liked it but no word on insurance premiums…. Not a good sign 🤑🤑🤑🤑
@@TomCook1993 I believe he is an airline pilot, so his insurance rates might be different from others'. so misleading to quote them here.
Sorry, I missed the question on insurance. I'm currently paying $4k/year for full coverage. The aviation insurance market in the US is crazy right now. Also, since the TSi is relatively new to the US, many insurance companies are unfamiliar with them. There are only 3 underwriters who will write policies on it, so there's not enough competition to drive the price down. I expect that, as the TSi becomes more popular in the US, more underwriters will write policies on it, which should drive the price down.
Beautiful Sling! Heavily looked into building one before deciding on my Comanche. What Oxygen Concentrator do you use?
OxyGo Next, which is the same as an Inogen G5.
Hey OneAlphaMike. I just saw your Oshkosh video and love the plane. I am looking to get my GA license in the next year. I heard you say you are from Central FL? What part of CFL? I am in the greater Orlando area.
I’m from Ocala.
Great video and appreciate the explanation. What are the cabin dimensions you ended with in your build?
I've never bothered to measure, but the factory states the cabin width is 45.3".
slingaircraft.us18.list-manage.com/track/click?u=69a5281558c73848411bc6393&id=1e8f2704c4&e=64da334eca
I have been curious about the portable O2 concentrators and thought they are the best option but haven't spoken with anyone that actually uses one in an aviation aspect. Which make/model of concentrator did you go with and have you had any problems with electrical draw or not producing the required O2? From sounds of it you sound happy just curious if there was any issues and which one you picked?
Mine are OxyGo Next, which is the same as an Inogen G5, just relabeled. No problem with current draw or oxygen production - they've been perfect!
Great video.
Is your o2 concentrator getting good O2 at that flight level?
From what I understand they work significantly less efficiently after 10k
They work great all the way to FL180.
@@OneAlphaMike beautiful ship! What brand/model concentrator?
@@PeteZoot Mine are OxyGo Next, which is the same as an Inogen G5, just relabeled.
Are your o2 concentrators connected to the aircraft power? Generally, if on batteries only, they only last a few hours. Just curious...
Yes, they're connected to aircraft power.
@@OneAlphaMikeThanks! Good to know for planning.
How tall are you? How comfortable would it be for a 6'2"? Great videos by the way!
I'm not tall, but I know Sling TSi owners at tall as 6'7" who say they're comfortable. The brilliant angled design of the front seat tracks is such that when you slide the seat back horizontally it also slides down vertically, so while giving you more legroom it simultaneously gives you more headroom.
There's also an option for an extended seat rail, which slides back and down even further, for the extra-tall. I think at 6'2" you'd be fine with the standard seat rail. Taller than 6'4" or so you'd probably want the extended seat rail.
@@OneAlphaMike Thank you Mike!
Great plane. Seriously considering getting one. Only thing I don't like is the brakes. Seems awkward. Wonder why they didn't use brake pedals like everyone else. What are your thoughts about it having used them?
I love the brake lever, got used to it in no time. Always gives you symmetrical braking, and you don't have that awkward moment after a crosswind landing when you have to transfer your toes from the rudder pedals up to the brakes. (Or if you're one of those pilots who flies with their toes on the brakes all the time, prevents inadvertent brake application.) The nosewheel is directly connected to the rudder pedals (not castering), so it turns on a dime - no asymmetrical braking needed.
With all that said, you can still opt for pedal brakes if you prefer. It's an option that some get, but the brake lever is simpler - less to maintain, fewer components to fail.
And if don’t like , I think you can opt to order with tow breaks
How much did this build cost and how long (hrs) did it take? Also what type of fuel does it take? Thanks!
About 1500 hours and $250k, though prices have gone up since then. It can run on car gas with at least 91 octane or 100LL Avgas.
Will it run with the common 10% ethanol gas? I’m at the airlines as well and want to build one I miss GA. Considering the RV10 as well.
Which model O2 concentrator do you have?
OxyGo Next, which is the same as an Inogen One G5, just relabeled.
What brand is the oxygen concentrator?
Mine are OxyGo Next, which is the same as an Inogen One G5, just relabeled.
What’s the legality on using concentrators for supplemental oxygen?
The FAA tells you when you need to use supplemental oxygen, but doesn't actually "certify" any GA portable O2 systems or even specify what kind of system you can use.
Very interested in purchasing one can you reach out… have a few questions.
How? Can't message through RUclips. You can message me through instagram if you're there. instagram.com/onealphamike/
Any chance you're in Peachtree City?
Nope
@@OneAlphaMike Ok. Must not be a Delta guy then. 😏. Love your bird btw, and your videos.
Contrary to popular belief, not all Deltoids live in Ptree City. 🤣
@@OneAlphaMike 😂 thought that was a condition of employment. Blue skies!
Hey Mike I am in Florida too (central). What was the total cost for your sling and do you need an A&P to build a sling?
Don't need an A&P. Cost can vary, probably $200k - $350k, depending options and whether you do it all yourself or have build assist.
I've never understood the logic and the facination of low fuel burn/efficiency and trying to save money at the pump when a person spends upwards of $200k for an airplane and all the other expenses that come with it. I think these aircraft are fantastic!!
Pretty simple logic, from my perspective. If you want a nice, modern airplane with high-tech avionics and engine and a comfortable interior, you’re going to have to spend a sizable chunk of money. (Of course, it’s a lot cheaper to build one of these then to buy a new factory-built plane!)
The other option is to buy something old and cheap, so less money upfront, but costs you more to fly and maintain. You can do that, and over the course of several years, maybe you even spend less money overall. Fine. But you’re spending all that time in a 50-year old plane with antiquated equipment and an unpleasant interior. No thanks.
I spent most of my early career flying old, outdated planes with lousy equipment and constant maintenance problems. I’ve spent the rest of my flying career trying to get away from that. I’m done with old planes. I want to fly new, modern, high-tech equipment!
I use my airplane to go places, not just to bore holes in the sky. Every time I have to make a trip, I have a to decide: do I drive, take the airlines, or fly my plane? Once you own a plane, your fixed costs are, well, fixed. So we’re just considering the incremental costs of the trip itself. That’s why efficiency matters.
I have friends with old gas-guzzling planes and they shy away from many trips. On short trips, they just drive. Not worth spending the money to gas up the plane for minimal time savings. For long trips, they take the airlines. One told me, if they’re going somewhere that requires a fuel stop in their plane, they just take the airlines. Just too expensive to fill up his gas guzzler.
With the efficient TSi, it nearly always makes sense to fly my plane. So, I get to fly more places in my own plane, and that’s what it’s all about!
@@OneAlphaMike
Thank you for that detailed explanation! I would also much rather own a TSI than a 50 yr old plane!
You overshot the red dot… blasphemy!
I thought my upwind main touched down right on it! (It was just so damn smooth you couldn’t tell.) 😂🤣 Then the downwind main touched down later, then the nose.
And you still had a long high speed taxi, so you could have landed much further along!
@@OneAlphaMike probably, I was just talking sh*t. it’s the juicy wheel pants, greasing landings
Like filling a car.... at $8 a gallon.... Does it have an autogas stc? LOL
It can burn mogas, doesn’t need an STC.
Nice job but I don't think I would be fooling with the screens so much in a high traffic environment and rolling down the runway and taxiways with all those people around.
Fair point. Definitely adjust your behavior based on your experience and comfort level.
I’m not sure you’re in “Eco” mode at 17,500 with those power settings. My 915 with the same prop at FL190 pushing 34.9” manifold at 75% power and the same prop rpm is burning 6.9 gph. Contrary to many’s belief eco-mode is not a percent of power it’s 97% or less throttle position. If I push in my throttle ever so slightly to exceed 97% throttle it’ll jump to 8.5 gph with only an increase of 3% power and 2.5” manifold.
I am in the first one, burning 8.0 gph. As you know, it’s very obvious when it goes in and out of ECO. On mine, when pulling power back after level off, as soon as it hits 9gph it quickly drops to about 7.8gph. I can push it up a bit from there, it’ll stay in ECO until 8.0 gph or so. If I push it up even slightly from there it jumps out of ECO and burn goes up to 9gph.
@@OneAlphaMike it’s crazy how the same engine and prop systems performance varies widely… in your video at 17,500 your at 82% and just over 35”s burning 8gph. Mine at 17,500 at 80% is at 38”s and 8.8 gph
@@Captndarty Yeah, that is pretty different. Do you have the exact same prop? Airmaster AP430CTF with Whirlwind WWR72B blades? If so, maybe other installation differences influence it?
We noticed at Oshkosh they were advertising the JMB VL3's speeds at 9gph. Us TSi guys were like, "Why 9gph?" On a TSi, 9gph is no faster than 8gph. All you've done is just come out of ECO and burn more fuel. But they have a 4 blade DUC propeller, so maybe that changes everything. 🤷♂
@@OneAlphaMike yeah it’s the same exact prop. I think the VL3 guys are just running the motor too hard to ride that max speed notoriety they have. Harmonically mine actually prefers 72% about 35”s at 7gph. Pushing it to 80% I’ll burn 8gph and go 5kts faster. Diminishing returns. Not worth it over a 4-5 hour trip. Albeit I’m pushing struts and 26” bush wheels through the air. I hate the fact that eco is only throttle position. FL190 is as high as I can go to keep my 7gph before I’m WOT and burning almost 2gph more. I’ve taken it up to FL230 where I’m 5% less power than FL190 and 4”s less manifold all while burning more gas at 7.5gph WOT
@@Captndarty I forgot to mention, it used to be that the G3X displayed "ECO" on the screen whenever it was in ECO mode. Then there was no doubt. After some software update a couple years back it disappeared. (This according to the guys at Sling in Torrance.)
I asked Garmin about it and they seemed unaware. They asked me to send a data log from one of my flights so they could look into it. I haven't bothered to do that yet, since it's pretty obvious when it's in ECO just based on fuel flow.
Thing is, the "ECO" used to replace the % of power indication. I wouldn't want that. But if they could put it in the FADEC info or something, that would be OK.