Welcome to the Sling Pilot Academy! Whether you are new to flying or have prior experience, we have a place for you!
Our flight school has a location in Torrance, CA and in San Diego, CA which is now accepting international student pilots with housing accommodations. The Accelerated Airline Pilot Course consists of 9 months of training and then joining our team of Certified Flight Instructors before starting your career at a Regional Airline.
The mission of Sling Pilot Academy is to provide safe and high-quality flight instruction in well-maintained airplanes, and to provide the tools and systems for instructors, students and maintainers to constantly strive for a standard of excellence. The Academy aims to foster a positive and collaborative culture that results in an effective learning experience for all participants that is constantly self-evaluating and improving to meet each student’s needs.
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omg, we need more Faith. hilarious. curious how many hours the cross-country was. after visiting Sling at TOA I did 7.4 nonstop going north. 8:25 now I know what "stand by" means.
Hey, you asked for a suggestion of what to make quieter on your plane? I dunno if this is reasonable, but.... what if you somehow measured your exhaust manifold pressure, since straight off the block, your exhaust gasses are basically some sort of percussive phenomenon. Then, armed with that recording of the status quo, you somehow enlist the CFT expertise of Catto and his staff. Then iterate over some sort of exhaust design that in no way restricts the exhaust gas outflow, but somehow does a secret sauce to the exhaust gasses, so that by the time they exit, they have become no more than a smooth, laminar flow, and just happen to be at the ambient air pressure, whilst having a velocity matching your IAS? 🤣 As a suggestion, I intend for it to come across as ridiculous. I would think that meeting those criteria would make your exhaust inaudible, and your crew of inventors who made it that way, would suddenly be defense contractors, never having applied for the job! Whether this is good news or bad news, I don't see that happening, but you can certainly say that my suggested goals are "aspirational." Meaning you can aim for that perfect result, and, should you attain 3-5% toward that goal, you would have a decent result. Get halfway there and, boy howdy, you might forget to shut the engine down due to not hearing it, anymore. 🤣 Here are a couple of thoughts that might help: look into how "shotgun" style directional microphones are designed. Although the lateral arrays of holes seem like baffles, their purpose is actually to allow off-beam sound (i.e., sound from sources to the sides) to enter the microphone in a pattern that causes it to destructive interfere with itself. Maybe the corresponding method of handling exhaust gas is to do something like divert it into a few channels, then cause it to travel slightly different lengths in the channels, until you merge those channels back together in a large-bore outflow channel. The hope there being that the percussive wavefront (the "p's in pow" in the "pah-pah-pah-pah-" rhythmic exhaust sound) could be delayed by different amounts, so that the pressure peak of some channel will be mixing with the low-pressure valley of some other. If, at any given time, every "pow" is mixed with every "ah" then instead of "pah-pah-pah-pah-" it might sound like "------" instead! The tricky bit might turn out to be: figuring out how to adjust the destructive interference, to match your RPMs, as you transition through the flight regimes. Maybe the "channels" would need to be made similar to the inner workings of an accordion, with a mechanism that changes musical keys to keep it harmonious. I suggest this as an example only because I have no idea what is inside an accordion! In other words, it's food for thought, if you consider Twinkies food. Here's another completely unverified spatially for you: Exhaust gas is hot, and takes up more volume than the ambient air. If you can cool it somehow, it would, of course, shrink back a bit closer to ambient density. Considering that it was the expansion of hot gasses that made the piston move, and then was exhausted as the "p in pow" sound, causing the exhaust gas to have cooled at some point after the cylinder, and before it is finished being exhausted, should get you a little bit closer to the "b in bow" or the "v in vow." Set your sights on the "m in mao," and... uh, let's just say we Americans are still dreamers. So a thought might be to 3d print a new exhaust manifold. Don't change anything much, except add internal and external "heat sink" fins. Or, go really to an unproven, and possibly dangerous extreme, by flowing your avgas through narrow "coolant loops" in the exhaust manifold. Transferring exhaust gas heat to the pre-ignition fuel, just immediately prior to compression and the spark could have beneficial results! You might get more efficiency, more power, quieter exhaust, and radiant skin. You would want to watch out for: dieseling, pre-ignition, premature detonation, chunks of motor getting blown out, engine bursting into flames, shutdown procedure now includes fire department step, and in-flight stalling due to fuel lines now all coked up and congested from it. So, this is an idea I emphasize might be terrible. On the other hand, it might be great. I have no idea. Maybe those ideas are most useful for triggering you to have better ideas that supplant them. If so, my work here is done! Good luck, guys! I will be looking forward to your progress toward silence in propeller-driven aircraft.
Variable pitch propellers went out with the B. of Britain, Dowty-Rotol constant speed props were found to be better. Your tests are conducted at ground level, but Spits and Mustangs achieved their fastest speeds at about 15,000 - 20,000 ft. Would this new prop perform well at altitude?
As a pilot, I have never understood why we have fought the noise issue for decades -- and lose -- with no thought given to how to make the planes quieter other than restricting flight operations. I applaud these gentlemen for their work in finally addressing the elephant in the room. Now it's time for the true acoustic professionals to get involved. Cessna, Cirrus, Piper, Lycoming, etc., should be hiring these professionals who can address the noise issues minimum impact, if any, on performance. We all spend a lot of money on headset technology to isolate the noise in the cockpit. It's time to stop the noise at it's source.
Great idea, but ruined by not having a video showing the before and after sound WITHOUT the stupid music making any comparisons really impossible. Down vote on each video.
Reckon if the leading edge had nodules on it leading into V patterns similar to what is on the bypass cowling in newer jet engines coupled with a winglet on the tip will give the ultimate in quietness. The challenge is there is nothing like that available to my knowledge. So now is the time to get one developed, built and tested.
Relax Bruno, it doesn’t take a scientist to operate G1000. It’s designed so my little cousin can fly em. Just because one guy you knew couldn’t pass a checkride for not figuring out doesn’t mean that’s the case for the whole population. Training is training. If your future career needs advanced avionics training, i guarantee most of the systems won’t relate to G1000s (not talking the PFD).
Noticed that on the first test with the DUC prop, the prop spinner was on. I think for a valid test, the spinner must be on in ALL tests and the winds must be documented to be the same<VBG>
