The A20 is set to cease production in less than a year. More and more professional cockpits are ditching the molded earpiece and boom mic for a ProFlight, but the model generates fewer sales because of its defined market.

Although Chris Wuerfl, Bose’s business development manager, did not reveal a new aviation product, he expressed a general wish that one would be forthcoming. However, it would seem that the one-year anniversary of the Bose A30 headset was reason alone for the company to celebrate here at the Sun ’n Fun Aerospace Expo (SNF) this week. According to Wuerfl, the product has been well received. 

• READ MORE: Bose A30 Aviation Headset Review

Like all of the company’s headsets, the A30 was designed to reduce noise fatigue. Bose claims that the unit has a slightly higher degree of effectiveness. A touted 20 percent reduction in clamping force, in addition to a headband with larger cushions that span a greater area, are also attributes. The clamping attribute is a game-changer for me, because for whatever reason, Bose headsets eventually begin to pinch the top of my head.

One feature of the A30 that the competition hasn’t added is the ability to swap the position of the mic from one side to the other. The headset allows this to be performed gracefully by simply pulling and replugging without the use of a tool. Although for GA use this feature isn’t a must, after more than four decades of flying professionally, it just seems awkward to have the boom mic always on the left side no matter what seat you occupy in the cockpit.

• READ MORE: Bose A30 Takes the Pressure Off

Testing the unit at SNF was a good experience, considering the volume of ambient noise. The quality of sound was superb. In addition to the standard volume controls, the A30 control box contained a slide switch that allowed for the ambient noise reception to be increased or decreased by selecting low, medium, or high. Movement of the slide didn’t dramatically change the reception with my degraded hearing, but perhaps a noisy cockpit would make it more apparent. Simply tapping a couple of times on either headset cup accomplishes the same task. This feature is probably more of an asset in a professional environment when you need to hear another pilot, flight attendant, or mechanic.

Bose maintains a five-year warranty on all of its headsets. If a headset is out of warranty, $225 is a one-size-fits-all refurbishment fee. The consumables, like ear cushions and mic covers, can be purchased as a service kit for $49.95. (The SNF show special is $35)

No one can argue that Bose set the standard for ANR equipment. The A30 continues to maintain that standard.  

The post One Year After Debut, Bose A30 Headset Well Received appeared first on FLYING Magazine.

I remember the first time I wore an 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 in late March, and FLYING had the opportunity to test the headset before release.

My review started with an assessment on the ground, and then time in flight focusing on the volume and clarity of the transmission. Although it may be hard to believe, the A30 shows improvement over the A20 it replaces 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 the company, the A30 has less clamping force. That’s because its weight is distributed differently along the headband.

And Bose styled that headband in a different way on the A30 than on the A20: The A30 features a pivot spring rather than a hinge found on 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 gives the impression that the A30 is significantly and noticeably lighter than the A20. The cups on the A30 also 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 in a piston trainer. 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, such as 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 the Sun ’n Fun Aerospace Expo in Lakeland, Florida, assured media members that the headset went through no fewer than 145 tests to determine its durability over the five years it was under development.

As I finished up my own initial assessment in flight—a few laps in the pattern—I found there were no issues. It was time for more advanced testing.

The Real 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 flying. This was not a day to miss or drop a transmission.

The first task was to launch out of Pierce County Thun Field (KPLU), a nontowered airport, and head west toward Tacoma Narrows Airport (KTIW), a Class D facility. It is a short flight; ergo it is radio intensive. I wanted the experience of serious tower communications. KTIW is a busy reliever for Seattle-Tacoma International Airport (KSEA) 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 182 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.

• READ MORE: Bose Gives A30 Update at NBAA-BACE

The Devil Is in the Details

We take headset testing very seriously at FLYING, so I put it 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 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 much-loved A20 will not be available after current stock in the hands of distributors is exhausted. However, Bose will continue to support the headset throughout its lifetime. The A30 appears poised as a worthy successor to the Bose brand.

This review first appeared in the July 2023/Issue 939 print edition of FLYING.

The post Bose A30 Takes the Pressure Off appeared first on FLYING Magazine.

The Classics: Headsets, Gear bags, and Watches (Oh My!)

Quality Headset

Many pilots begin their training by renting a headset from the FBO or borrowing a hand-me-down from another pilot. If you’d like to give that pilot a headset of their own, there are plenty from which to choose.

The David Clark Company (the headsets with the distinctive green ear cups) has been protecting pilots for decades. The model H10-30 is still a beginning pilot favorite, and at less than $400 it does the job. On the higher end, you’ll find their automatic noise reduction models available from $745 to $895.

The two most popular ANR headsets on the market are the Bose A30 and Lightspeed Delta Zulu. Both will set you back about $1,200, which isn’t cheap, but both are aviation safety wearables, and most pilots will tell you they are comfortable, even on long flights. The Lightspeed also features a built-in carbon monoxide detector. The Bose and Lightspeed headsets also come with protective cases.

Pilot Gear Bags

They come in many shapes, sizes, and materials, but all have the same job—to hold the pilot’s supplies. You can find them in man-made fabrics that resist tearing and are relatively easy to repair, as well as in leather. The bag should be large enough to hold a headset, kneeboard, iPad, notepad, water bottle, writing implements, E6-B flight computer, and anything else your pilot needs or carries with them on flights.

Look for a bag with multiple pockets and compartments to keep the pilot organized. Some bags come with specially designed spaces for personal electronic devices. Some are designed to be carried with a shoulder strap like a duffle bag, while others are backpacks. Some are a hybrid of the two.

Prices start around $75 and go up from there. Companies that carry them include ASA, Sporty’s, and Flight Outfitters.

Pro tip: Look for a bag that has a reinforced bottom or corners because it’s going to be put down on cement ramps. You may also see if there is an option for monogramming. Most of the bags are black and tend to look alike, so do what you can to set your aviator’s gear apart from the rest.

Watches

There is a running joke that you can always tell a pilot by the size of their watch, but that has morphed into that you can tell if someone is a pilot because they wear a wristwatch rather than use their cellphone as a time-check device. The higher-end watches, like the Breitling designs, sell for $2,000 and up, and are beautiful chronographs. They are often worn by military demonstration teams.

Garmin D2 varieties continue to be popular. The Garmin D2 can help you check weather, monitor your vital signs, navigate via GPS, and when paired with your smartphone, take and make calls and send texts.

The Garmin D2 Mach 1 Pro does all these things and more, and has a built-in LED flashlight with white light, strobe, and red light for flight deck operations. For the sports minded, it has multiple functions to keep your training on track. The Garmin watches sell for $500 to $1,399.

For women, the Abingdon Co. continues to produce beautiful aviation-inspired timepieces (the bezel doubles as a flight computer) that look good on a slightly smaller wrist. Designed for women by a woman, they start at $485 and go up from there. This year, the Abingdon WASP watch to honor the Women Airforce Service Pilots is creating a lot of buzz in aviation circles.

Flight Jacket

No, you don’t really need a special jacket to be a pilot, but we all want one. It becomes our most prized possession and often a family heirloom. Fabric jackets such as the nylon MA-1 with its baseball styling is an aviation classic and available for around $90. The interior of the jacket is come-find-me-now orange, which could come in handy if the wearer has an unscheduled off-airport landing and needs to be spotted from the air.

The leather jackets, notably an A-2 look-alike from a department store will run you about $140, while an A-2 military spec flight jacket from companies that specialize in them (Sporty’s Pilot Shop, U.S. Wings) starts at about $250. The jackets with the sheepskin lining are considerably more, $930 and up for the real thing, but boy howdy, will they keep a person warm.

Pro tip: When it comes to the flight jacket, always order one size up from what the person usually wears. That way they will be able to layer it in the winter.

Hand-held Radios

There is a reason that so many pilot gear bags come with a pocket specifically designed to carry an aviation radio. It is a good item to have, providing a pilot with a backup should the aircraft’s radio fail in flight and providing a flight instructor the means to monitor a learner’s first solo flight from the ramp.

Sporty’s PJ2+ Com ($249) is a popular unit this year. If you would rather go with ICOM, expect to pay $269.95 to $579.95.

Pro tip: Remove the batteries from the device if it won’t be used for a while. This keeps it from going critical and corroding.

Tools

Oil Dipstick Remover

It’s one of those gifts most pilots don’t think to get for themselves, but there will come a time when everyone needs one. Usually this is after someone with gorilla-like strength has put the oil cap back on and tightened it with such force that you would think it insulted their parentage. Instead of wrestling with the recalcitrant cap or using a tool not designed for this purpose, resulting in damage to both the tool and cap, reach for the specialty tool.

From Aircraft Spruce: $13.95

Flashlights

Aviation flashlights with multiple-colored lenses are always appreciated. Some are designed to clip on to something so they can be angled. Some are so bright they can turn night into day. Some have the ability to strobe. Expect to pay around $12.95 to $99.95 for one, depending on the size and options you choose. Don’t forget to include batteries.

Screwdrivers

Screwdriver sets, Phillips or flathead or those with replaceable bits or with a magnet or claw tip, are always appreciated, as they tend to grow legs. Brass screwdrivers that can be used to swing a compass are particularly valued by avionics technicians.

Aircraft Spruce has a selection available.

Gift Cards

Tool Supplier Gift Cards

Because most mechanics are very particular about their tools, going with a gift card from their favorite tool supplier, such as Snap-on or Matco, is always in good taste.

Time Gift Certificates

If the flight school or FBO allows it, put some money on account for your aviator to use toward their training. It doesn’t have to be a lot. Pilots who are doing all sorts of things to economize, such as living off of ramen and hot dogs so they have more money to pay for flying, will appreciate this. Caveat: Before you do this, check to see if the flight school has an administrative fee for money on account. If the learner has to drop out of training for a time, it is very discouraging to learn that $300 that was put on their account has been eaten up by administrative fees. This is not uncommon when the school is known for questionable business practices.

Aviation Supply Gift Cards

You can’t go wrong with a gift certificate, as this allows the person to make their own selection, be it apparel, book, model, fuel strainer, or even parts for the airplane they are building in the hangar. They might even use it toward the purchase of an online ground school.

Go for the Whimsy

For the more fanciful gifts, Sporty’s has its Wright Bros. Collection. Colorful and comprehensive, it is a good resource for history buffs looking for that perfect gift from the dawn of aviation to the space program. You’ll find T-shirts, artwork, models, and books, and you’ll find a nice selection of holiday decorations as well, including the inflatable Santa in an airplane and the aviator nutcracker.

You can even find aviation-appropriate nonseasonal decorations. Let’s be real here. Who among us has not dreamed of having a hallway runner that looks like a runway or table lamp that looks like a runway light?

The post Holiday Shopping Ideas for Aviation Fans appeared first on FLYING Magazine.

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.