It’s been more than six months since Bose debuted the A30, its first new general aviation headset since the popular A20 entered the market in 2010. Since the launch, the A30 has seen good sales and positive feedback from the pilot community, Bose Aviation headset group business development manager Chris Wuerfl told FLYING in an interview this week at the NBAA Business Aviation Convention & Exhibition (NBAA-BACE) in Las Vegas.

This year’s show is the first NBAA-BACE appearance for the A30, and Wuerfl noted that one of the features receiving a lot of attention in the business jet environment is the headset’s three modes of active noise reduction (ANR). Adding to that, the headset’s tap control for talk-through communication was also of interest to the business aviation community.

• READ MORE: Bose A30 Aviation Headset Review

“In a general aviation environment, you may only ever use the high mode, but if you’re flying in a quieter jet environment, the medium mode might be ideal…,” Wuerfl said. “One of the benefits to the low mode that you wouldn’t see in general aviation… [is that] in the corporate environment you may have someone who wants to speak to the pilot so that low mode allows them to have that interpersonal communication.”

Wuerfl reports that the only real stumbling block with the A30 has been not having enough inventory when the product was launched. That issue has been addressed across almost all variations, with only a few rare SKUs—primarily military models—still lagging.

Compared to the A20, the A30 is a few ounces lighter and has about 20 percent less clamping force. It also features a new headband designed to better balance the weight, better clarity of audio, and improved ANR. The A30 is priced at $1,299.

“The nice thing about it is that the A30 crosses all barriers,” Wuerfl said. “It can be utilized in general aviation, corporate, and commercial environments and…can seamlessly work between them.”

On the A20 side, Wuerfl points out that Bose still has some inventory but will be phasing it out over the next few months. While the company won’t be producing more, he emphasized that it will continue to support the model indefinitely. For those looking to move from the A20 to the A30, there is no upgrade program available, but Wuerfl maintained the company would like to put one in place in the future.

The post Bose Gives A30 Update at NBAA-BACE appeared first on FLYING Magazine.

I still remember the first time I wore an active noise reduction (ANR) headset—I had thousands of hours underneath a pair of 1980s-era David Clarks—when I hit the power on button, there was a noticeable reduction in noise, and transmissions became more clear. I understood why the Bose A20s were so popular with pilots. That was back in 2010. The latest generation of Bose headset, the A30, was released Tuesday, and although it may be hard to believe, it is an improvement on the A20 in several ways.

The Weight

Right out of the bag, the A30 is slightly lighter than the A20. How much? According to Bose, the A30 tips the scale at 14.2 ounces, and the A20 is 14.46. While that’s not much of a difference according to Bose, you will note that the A30 has less clamping force. That’s because the weight of the A30 is distributed differently along the headband.

The headband of the A30 is a different style than in the A20. The A30 has a pivot spring rather than a hinge like the A20. Also, the headband padding on the A30 is more streamlined and effective than the faux fur-like band of the A20. Both result in less clamp force, which tends to give the impression that the A30 is significantly and noticeably lighter than the A20.The cups on the A30 sit lower on the ears, giving the wearer a feeling of stability.

The battery compartment for the A30, like the A20, is easily accessible without the need for tools.

On the exterior of the battery compartment, there is a switch to adjust the sensitivity of the headset using a scale of high, medium, and low modes.

High mode is recommended for louder cockpit environments such as the propeller-driven aircraft that dominate the training fleet.

The medium mode, designed for business jets, wasn’t quite enough for the situation.

There is also a low mode, recommended for commercial airliners and jets, or when a pilot needs to engage in interpersonal communication outside the intercom.

When the high and medium modes are engaged, the A30 has tap control for talk-through communication. Tapping an ear cup twice reduces the noise canceling in that ear to the low setting so you can hear your copilot without having to remove the ear cup altogether.

The operation switch functions are located inside the battery compartment. The switches vary from model to model. There are Tap Control, Priority, Intercom, Auto Off, and Auto On switches. You need a small tool to press these switches, like a pen or tiny screwdriver.

The headset cable can be mounted on either side of the headset without using tools. It can be reset to dress left or right by unplugging and plugging it in on the other side, similar to unplugging or plugging in a smartphone on a charger. For pilots who don’t like cables all over the cockpit, this is a bonus. The cable has two clips to secure it in place no matter which side of the cockpit you want it on.

The carrying case for the A30 is designed for maximum protection and minimal space disruption in your flight bag. It is smaller than that of the A20 and has a zipper pouch for extra batteries. The zippers move easily, and you do not have to wrestle the headset into the bag.

Headset plugs and cables take a beating, especially at the flight school level. Bose recognized this and, during a press conference at Sun ‘n Fun, assured members of the press that the headset went through no fewer than 145 tests to determine its durability during the five years it was under development.

FLYING had the opportunity to test the headset before release. It started with a few laps in the pattern focusing on the volume and clarity of the transmission. There were no issues, so it was time for the more advanced test.

Flight Test

For the first test, I flew a 1976 Cessna 172 from the left seat. The aircraft, known as  “Babe,” belongs to Jack, one of my learners. It is loud inside the cockpit as it has minimal interior soundproofing. Jack did the flying while I focused on communications. We went out for a scenic flight on a chamber of commerce blue sky day—it was the first one we had in Seattle in a long time, so everyone, it seemed, was taking advantage of the good weather. Everybody and their dog and their dog’s dog was up. This was not a day to miss or drop a transmission.

The first task was to launch out of Pierce County Thun Field, a non-towered airport, and head west toward Tacoma Narrows Airport, a Class D facility. It is a short flight; ergo it is radio intensive. I wanted the experience of tower communications. The airport is a busy reliever for Sea-Tac and has several flight schools, and they all seemed to have people in the air that day. I had no issues hearing the tower, and they did not have issues hearing me at either the towered or pilot-controlled airport.

I experimented with the high, medium, and low modes en route. My copilot could hear me on all three modes, but I heard him best on high.

The next day I took the A30 into the ‘family’ Cessna 182. Justin, one of my airport sons who is a CFI, assisted. The C182 is a more powerful and louder airplane than the 172, but I am pleased to note I did not have to make significant adjustments to the A30. We headed to the south practice area and pulled up Seattle approach to keep an ear on traffic. Although we did not obtain flight following, we listened for ATC clearing aircraft to the IFR fixes in our vicinity. I experimented with the tap controls and found them most effective.

The Devil in the Details

We take headset testing very seriously here at FLYING, so I put the headset in every possible configuration I could think of. I started with the A30 wearing a baseball cap with one of those annoying buttons on the top—and then flying with a cap sans the button. On some headsets, the headband catches on the button, and this makes the ear cups fit poorly. The A30 did not have an issue when worn with either cap style.

You can get the hood-style view limiting device over the A30 with minimal effort, or wear the foggle style devices.

The sunglasses test was next. I have sunglasses with around-the-ear wires and bayonet-style earpieces. Both styles interfaced nicely with the A30.

Because of the reduced clamp force, I was concerned that the headset would take leave from my ears in turbulence—some vigorous side-to-side head movement as if searching anxiously for traffic did not dislodge the headset in any cap/sunglasses combo.

There is a Bluetooth option to allow wireless connection to mobile devices, audio systems, and electronic flight bags. Users can configure it to audio with intercom audio or have intercom transmission muted. Users can mix Bluetooth audio with intercom audio or have intercom transmissions mute Bluetooth temporarily.

The A30 retails for $1,249, approximately $50 more than the A20.

Bose officials note the A20 will not be available after current stock in the hands of distributors is exhausted; however, the company will continue to support the headset.

The post Bose A30 Aviation Headset Review appeared first on FLYING Magazine.

Part of the job of the pilot in command is the recognition and reduction of risk in the cockpit. Lightspeed Aviation, makers of some of the most popular headsets on the market, are helping pilots recognize and reduce risks with the introduction of the Delta Zulu headset. This active noise reduction (ANR) Bluetooth-enabled headset gives the pilot the ability to customize its auditory acuity with the help of an app, and it also has a built-in carbon monoxide detector that provides an auditory warning if there is CO present in the cockpit.

The company—based in Oswego, Oregon—describes the Delta Zulu headset as a “safety wearable.”

An App Makes It Possible

Lightspeed Aviation has been producing ANR headsets since 1996. With each headset, the technology advances. In the case of the Delta Zulu, the device features Kanari smart alert technology that measures cabin carbon monoxide levels and provides an audible warning to help keep the pilot and passengers safe. The free Lightspeed app allows the pilot to also check the CO sensor data visually during flight and review it later if they want to.

The App also makes it possible for the user of the headset to fine-tune the device to meet the wearer’s hearing needs. Unfortunately, hearing loss is a common experience as pilots age, and very rarely is it uniform in both ears.

To adjust the headset, the app uses a built-in audio equalization system called HearingEQity. The user engages in an automated 12-frequency hearing test (similar to one given by an audiologist, where you are asked if you hear a tone) through the Lightspeed app. HearingEQity sets the level in each ear of the headset to address the individual hearing profile, thus compensating for any variations.

The Lightspeed app also has functions that will likely be useful in the training environment, such as the ability for the pilot to record radio conversations, playback transmissions, draw diagrams, and archive flight recordings for post-flight briefing. These recordings can be reviewed on your phone or mobile device.  

• READ MORE: Why the Hearing Protection ANR Delivers is So Important

Lightspeed adds that “Delta Zulu features Bluetooth wireless technology with A2DP technology enabled cell phone communications and stereo music streaming along with alerts from aviation apps,” so you can be entertained, yet maintain situational awareness on those long flights. Delta Zulu also comes equipped with ComPriority, which automatically lowers the volume of any auxiliary device when there is a radio or intercom transmission.

For the pilot who utilizes many electronic devices during flight, Delta Zulu has an Ultra Accessory Connection (UAC) plug, allowing the user to connect to other devices directly from the headset for charging, data communications, and auxiliary audio.

As high-tech and evolved as Delta Zulu is, the headset does not need to be paired with a smart device to work, says Eric Landry, the director of marketing for Lightspeed Aviation.

“But the app unlocks capabilities and personalization that helps you expand your flying freedom,” Landry says. “The headset will detect carbon monoxide without using the app. If the pilot does not have an iOS device, using a friend’s iOS device for a one-time HearingEQity test will save the pilot’s customized hearing profile in their own Delta Zulu, and the Lightspeed app is no longer needed.”

Carbon Monoxide Warning

Carbon monoxide—a by-product of internal combustion—is a silent killer of pilots. It can leak into the cockpit through cracks in firewalls, engine manifolds, or faulty door seals. Because it is odorless and tasteless, a pilot may not realize the danger until it is too late. Delta Zulu provides the pilot with an automatic auditory warning, letting the pilot know that CO is detected, and how much there is in relation to parts per million. As the carbon monoxide increases, the warnings become more frequent. Just an FYI, the reading of 10 to 50 parts per million will result in a warning caution level.

• READ MORE: NTSB to FAA: Make Interactive Carbon Monoxide Detectors Mandatory

We Test Fly Delta Zulu

I took Delta Zulu into the air over the last week to evaluate it. The first thing I noticed was the comfort factor. Over the years, I have tried several full-ear coverage headsets. Like many pilots, I started my career with the student-pilot-friendly David Clark headset and eventually upgraded to ANR designs. 

The first test for the Delta Zulu: “Would the stainless steel headband interface well with my baseball cap that still has the button on the top?” The answer was yes, it did. It was also one of the lightest aviation headsets I have ever worn. According to Lightspeed, Delta Zulu weighs in at 14.9 ounces and the headband was designed to follow the curve of the human head for “more comfortable distribution of weight and side pressure.”

The next step was to adjust the ear seals. They are smaller than the ones on the David Clark or Bose headsets I’ve worn, and tapered to hug the wearer’s face. I tried the headset with both sunglasses on and sunglasses off—because that can make a difference in headset fit—and in both cases, the ear seals covered my entire ear and stayed in place even when I chewed gum. They were also comfortable enough that I did not really feel them during the 2.3 hours I spent in the air.

Delta Zulu comes in silver with copper badges on the ear cups—and that is your only color option. The color of the headset is probably not going to be an issue for most pilots—it certainly isn’t for me—since aviation headsets are about hearing protection and situational awareness.

Talk to Me, Delta Zulu

The activation and volume control on Delta Zulu are user friendly. I appreciated the annunciation on startup, telling us we didn’t have a CO leak in the cockpit. The volume on the headset is adjusted with slider switches.

The microphone was easy to adjust, and according to my copilot—as well as ATC—my transmissions were easy to understand. I did not have to make too much of an adjustment to get the microphone in “just the right spot,” as can happen with other headsets.

I was impressed by the clarity of sound coming through the headset. The transmissions were very crisp.

The unit also gives you an auditory update on battery level. The headset can be powered by rechargeable lithium-ion batteries or AA batteries in an easy-to-replace battery pack.

If you have ever accidentally left a battery powered device on and found the batteries dead when you returned, you will appreciate this: Delta Zulu has Lightspeed’s proprietary auto shutoff feature that saves battery life by automatically shutting down the headset power when the unit is not in use.

Plays Well With Others

Sometimes headsets do not work well with other brands—for example, a few years ago I had the experience of trying a new-to-the-market headset from another company that did not play well with David Clarks, which, at the time, was the headset of choice at the flight school where I worked. When I wore the new headset and the client wore DCs, there was an annoying, distracting high-pitched whine in the background. I was wary that there would be interference between the Delta Zulu and my copilot’s headset but there was no such issue.

Delta Zulu comes with a seven-year warranty, which is longer than other headsets on the market, and Lightspeed notes, “The unit is almost entirely made of stainless steel and magnesium with durable cables built around a Kevlar core.”

The only challenge I had with the Delta Zulu is that I would like to have a clip on the battery case/headset interface. The unit came with a piece of velcro for a cord clip, but I am not a pilot who likes to have anything loose in the cockpit. I like relatively heavy things—such as my flashlights, survival tool, and the battery compartment of my headset—to be secured. For the flight, I rigged a strap using a piece of parachute cord I carry for just such an occasion.

Accessories and Price Tag

Delta Zulu comes with accessories, including a hard-shell carrying case, which will be greatly appreciated if your headset was ever damaged because of poor protection from a soft-sided case and hostile gravity. Also included: a single-port wall charger, lithium-ion battery cartridge, AA battery cartridge, UAC to USB-A cable, a Velcro cord shirt clip, and a set of personalized icon chips so you can distinguish multiple headsets.

Delta Zulu carries a price tag of $1,099 and comes with a 60-day money-back guarantee.

“If you are not completely satisfied with your purchase for any reason, return the product for a full and prompt refund,” says Lightspeed. Delta Zulu is available in different plug configurations: Dual GA, LEMO panel power, and U-174.

Shop Lightspeed Delta Zulu

Built-in carbon monoxide detector, bluetooth, and its own app, the Delta Zulu packs a punch.

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The post Lightspeed Aviation Releases Delta Zulu appeared first on FLYING Magazine.

As you work toward your goal of becoming a pilot, one thing’s for sure: You’ll collect certain key tools that you’ll want in the airplane and on the ground, and you’ll need a way to carry them around with you. Flight kits, starting with the bag itself, take on as many shapes and sizes as there are pilots. With some aviators, that kit is like an extra-large diaper bag, containing supplies and equipment—and backups—for every contingency. Other pilots take a minimalist approach, with a slimmed-down tote that fits only a headset, an iPad, batteries and a snack. While you settle upon your style, here are a few elements to consider for your flight kit.

Flight bag

Start off with the bag itself. If you pick the right size bag for your mission, you’ll never lack space for what you need—nor will you be fishing around in a too-big bag for the one thing that always falls to the bottom. There are a number of great student-optimized flight bags on the market, but check out the new Sporty’s Pilot Shop’s Flight Gear iPad bag. It has key features you should look for in every flight bag, such as padding in the right places and lots of pockets and slots to keep loose items in check.

Headset

You can protect your hearing even before you climb into the airplane for your first flight by scoping out a good headset. For use in most training aircraft, you’ll typically want one that covers your ears, and you can pick the one that best matches your budget. If you have the funds, invest in active noise reduction, which is the same technology you may have used in a pair of headphones to reduce ambient noise as a passenger on a commercial flight. Here are four pilot-specific headsets (standard and ANR) we can recommend:

Under $200: Kore Aviation KA-1

Between $200 and $500: David Clark H10-13.4

Between $500 and $900: Lightspeed Sierra ANR

More than $900: Bose A20

Mobile Device

One of the MVPs of the cockpit, your mobile device (whether an iPad, other tablet or a decent-size smartphone) comes in handy in such a variety of ways that it’s tough to list them all here. Though you will want to learn how to perform critical calculations manually in order to understand the underlying concepts, later on you’ll find that many apps save you time and brain space on the flight deck. Your choice of mobile-device operating system (iOS or Android) determines the apps available. You’ll want an extra battery pack to back up your device for long cross-country flights, or a cord to plug into a USB outlet if your training airplane has one installed.

Kneeboard

While you may do a lot on a tablet or smartphone, pilots also find various paper references useful in the cockpit as well—and it helps to have a specialized clipboard, which pilots refer to as a “kneeboard,” to strap onto your leg for easy access during flight. What kind of kneeboard suits you best depends on whether you want one to use for your device (such as a strap to secure the unit to your leg) or a more robust one for taking notes and holding charts. Many have critical information printed on them that can be helpful in both normal and emergency situations. These selections show the options available:

Aviation Supplies & Academics’ VFR kneeboard ASA-KB-1-A or VFR trifold kneeboard ASA-KB-3-A

MyClip multitablet kneeboard from Sporty’s

Charts, Flight Computers and Logs

Speaking of paper charts, you will need a few traditional tools to both help you learn the basics and serve as a primary reference or backup—depending on your course of instruction and how your training aircraft is equipped. You can also access charts online through a variety of vendors, including SkyVector and the Aircraft Owners and Pilots Association. In addition to the sectional and terminal area charts that show where you fly, you will also want to invest in a flight computer or manual E6B and paper flight-planning logs to help you pencil out your first flight plans. You might add these to your kit:

Sporty’s E6B flight computer

ASA flight-planning logs

Fuel Tester

One of the most critical preflight actions you’ll take is to check the quantity, quality and grade of the fuel on board your airplane prior to flight. In order to do this, you need a fuel tester. You’ll also need a special dipstick to gauge visually the amount of fuel in many tanks (especially on high-wing airplanes). While most schools have fuel testers and the proper dipstick in the seat-back pocket in each airplane ready for you to use, it pays to carry your own fuel tester so you’re never caught out. Sporty’s makes one called the Gats Jar that allows you to strain the fuel back into the tanks so you need not dispose of it incorrectly. There are also other slimmer options from Jeppesen, ASA and Pilot Mall.

Read More: Learn to Fly

Sunglasses

While your own favorite sunglasses make you look cool—or just block the sun adequately for most of what you do on the ground—your needs in flight change, and you might consider equipping your eyes accordingly. You’ll also want to be aware that polarizing lenses can change colors and distort your view in the cockpit. Here are a couple of aviation-specific shades to try:

Flying Eyes Kestrel series

Scheyden C-130 Titanium

Ray-Ban RB3136 Caravan

Hat, Gloves and Layers

The climate changes rapidly as you ascend into the sky, or you could fly to a destination where the weather is decidedly different from your departure airport. Yes, flying takes you places, and it pays to be prepared. For the most comfort in the cockpit, dress in layers, and be sure to pack adequate clothing (including hats and gloves as needed) for where you’re going—or if you happen to land somewhere you didn’t plan to.

Food and Hydration

Finally, you need to ensure that you’re physically fit for flight, and that includes properly nourishing yourself before the flight and making sure you have enough energy to maintain yourself during. This goes double for hydration: Drinking enough water or other healthy fluids before and during your flight will help keep your mind sharp and your flying at its peak. Think of yourself as an athlete preparing for an event, and you have the right idea. We like various protein or granola bars for quick, easily digestible energy during the flight, as well as snacks such as nuts and dried fruit. A refillable water bottle can be topped off at stops along the way.

This story appeared in the 2021 Learn to Fly Special Issue of Flying Magazine

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Both new and experienced pilots wonder how they’ll know for sure when they’ve identified the best headset. Matt Ruwe, a senior product manager at Bose, has a rather simple answer. “A great headset is the one you don’t even notice you’re wearing,” he says. “There are a few things in aviation that can really influence how much you enjoy what you’re doing, and a headset is one of them.”

Some of the defining elements of a headset include its weight, comfort, ease of use, clamping strength, noise reduction and price. Often shoppers focus first on price, which can be a mistake in the long run; The least-expensive headset often has earned a reputation as “the cheapest” because the manufacturer left something out, such as good noise reduction. Headsets can always be replaced, but repairing your hearing later in life because you chose a cheap headset early on, well, that’s not so easy.

Thirty years ago, when I began flying turboprops for a living, I bought a slightly worn David Clark H10 for a hundred dollars and used it for years. In fact, that headset’s still sitting in my flight bag as a backup. Its passive noise reduction works great, but, of course, this was before active-noise-reduction technology existed, so the best the DC could offer was soft, liquid-filled ear cushions clamped close to my head to block the noise. A version of that headset is still made today.

You can shop and compare various headsets at Sporty’s Pilot Shop and Aircraft Spruce & Specialty.

That vintage headset weighed in at about a pound, perhaps a bit more if you included the heavy-duty cables that came with. Today, the lightest headsets, such as the Bose ProFlight Series 2, weigh just a shade over 4 ounces. The lightest Bose product comes with earpieces that pilots must push slightly into their ears, which some pilots might not prefer. There are plenty of around-the-ear cushions on other headsets to choose from, however.

With the introduction of active noise reduction (see sidebar), headset technology has moved light-years ahead of my first David Clarks thanks to years of research on the part of headset manufacturers. That often translates into a loftier price. I once tried to replace the David Clarks with a $450 headset built by an unknown company, something that looked good and would record ATC audio, but it turned out to be a real pain. A year later, the headset was a piece of junk that began squealing when I tried to record with it. By then, the manufacturer was out of business, and I was out about $500 when you include the tax. I began the search all over again. So what did I save?

Try asking other pilots, such as your flight instructor, which headset they chose and why, as well as which ones they’d prefer not to own. Some of the top manufacturers building headsets today include David Clark, Faro, Bose, Aloft Technologies, Telex, Sigtronics and Lightspeed, so there are quite a few to choose from.

Every pilot can offer an opinion about some of these important issues—clamping force, for instance. The tighter the headband squeezes the earcups to your ear, the better the passive noise reduction, but too much force can create a headache after a long day in the cockpit. Cheap headsets also contribute to pilot fatigue. Today, Bluetooth is available on most midrange and higher headsets because customers want to listen to music on long cross-country flights. The best ones prioritize radio communications and cut off the music when the frequency becomes active. Another checklist item is the headset frame. The lightest, strongest headset frames use magnesium, so check before you buy. Most ANR headsets also demand a power source that can be tapped a couple of different ways. Many of the newer ANRs will operate with a couple of small batteries placed somewhere along the cord between the headset and where the cables plug in.

Many headsets come standard with twin plugs called PJs, the most common plug for aircraft today. There are also Lemo plugs that allow the headset to draw the power it needs from the aircraft itself, so the headset won’t die at an important moment. Choose wisely when ordering, because the plug can limit your flexibility to bring it into another aircraft.

In the end though, the only person who can choose the best headset for you is you. No matter where you buy your headset, I’d suggest purchasing it with a credit card so you can return it if you’re buying online with no opportunity to try it first. Always choose a retailer that offers a money-back guarantee if you’re not happy. Sporty’s Pilot Shop, for instance, offers a 30-day guarantee.

Don’t forget used headsets are also a possibility. Check out eBay, or try posting a note at your flight school telling people you’re interested in a headset in case someone’s planning on selling what they currently use.

How It Works: Active Noise Reduction

In the early days of airborne communications, earphones were created to make deciphering radio conversations for pilots easier above the roar of the engines and wind. Some of the first earphones crafted from hard Bakelite used no padding and were extremely uncomfortable to wear for long periods of time. Advances in acoustical research improved the wearing comfort of headsets by adding flexible cups that totally covered the ears—although they only muted some of flying’s more-annoying noises.

While experts claimed our sense of hearing was nearly as critical to flying as a keen sense of sight, it wasn’t until about 30 years ago that engineers realized the importance of blending comfort with advances in hearing protection. Research, in fact, shows unprotected exposure to noise levels greater than 90 dB—equivalent to what a human would encounter standing near a running lawn mower for long periods of time—can cause permanent hearing loss, initially in the lower frequencies outside the conversational range. Early earcup headphones blocked high-frequency noise rather effectively but did a poor job on low-frequency sounds, such as droning propellers. Engineers learned that simply pressing the earcups more tightly to the person’s head did little to solve the problem.

Enter active-noise-reduction technology in the mid-1980s, which is available today in several high-end aviation headsets from companies such as Bose, Lightspeed, David Clark and others. Bose created the first successful ANR aviation headset in 1989 and debuted its popular A20 model in 2010.

Rather than simply attempting to block annoying cockpit noise, the heart of the ANR system creates an alternate electronic signal that’s fed back into the headset’s electronics to actually cancel out the unwanted sounds. ANR headphones accomplish this using acoustical building blocks such as feedback and the feed-forward loop system, digital or analog processing, and a full-feature driver/speaker.

ANR systems operate by using one or more microphones placed near the pilot’s ears either inside or outside the headphones to accurately hear what the pilot does. In a sound-feedback system, for example, that output is compared to the sound the pilot wants to hear, usually radio communications or possibly music. The cancellation signal created though amplification and filtering then builds the signal fed to the driver. With just the right amount of filtering, the result is noise cancellation that effectively reduces sound pressure on the ear. Audio engineers say noise canceling “destructively interferes” with unwanted noise.

Pilots simply call it near-perfect quiet, until an important sound is detected and crisply delivered to the ears.

The best ANR units focus on more than just the electronics of quietness, and they employ headbands designed with soft contoured foam pads to minimize pressures on the head—because ANR headsets are a one-size-fits-all creation. The best ANR headsets also offer adjustment of the feedback level to customize the near-perfect blend of control over what the pilot eventually hears.

This story appeared in the Learn to Fly Special Issue of Flying Magazine

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Bose Corporation has announced that the updated version of its ProFlight Series headset for jet cockpit environments will be available in September. The headset features a lighter 4.5-ounce “on-the-head” weight, and a thin, flexible cable. The same features as the previous version include Bose’s digital active noise cancellation, with three user-selected modes of cancellation for a more personalized experience.

Also updated: the tap control for talk-through communication. Both Bluetooth and non-Bluetooth variations are available, and the headset is FAA TSO and E/TSO-C139A certified.

Because the headsets are not available yet, the company is not running a special promotion on the product during EAA AirVenture 2019, according to Matt Ruwe, company spokesman. However, Ruwe mentioned its long-standing trade-in credit policy continues to apply.

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