LAKELAND, Florida — While exact figures aren’t readily available, all of Bose’s headsets showed a marked increase in sales in the past year, inclusive of the A30, the ProFlight series, and the A20, according to the company.

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.

Pilots and aviation enthusiasts in Florida soon will be able to celebrate their passion with general aviation license plates, thanks to three local pilots with support from the Aircraft Owners and Pilots Association (AOPA).

Florida-based pilots Joseph Hurtuk, Ian Goldbaum, and Richard Golightly collaborated in the design of a specialty plate with the theme, “Support General Aviation.” Among their goals was highlighting the economic impact of aviation in the state, which ranks third in the U.S. for the total number of pilots, aircraft, and airports.  

The three pilots worked with Stacey Heaton, AOPA’s southern regional manager, to seek help from elected officials to promote the plate. State Representative Doug Bankson (R-District 39) and State Senator Gayle Harrell (R-District 83) played major roles in legislative efforts to gain House and Senate approval. The next stop for the plate is the governor’s desk, where it is expected to receive approval by the end of March, AOPA said.

“Special thanks go to representative Bankson and senator Harrell,” said Heaton. “The representative’s own passion for aviation and the senator’s recognition of our members’ passion for aviation made this effort possible.” 

After receiving the governor’s signature, the plate still has to go through a process to coordinate its distribution. Presales are set to begin October 1 with a requirement of 3,000 purchases before the state can begin turning out the plates for drivers. Proceeds from the sale of the specialty plates will go toward funding aviation education scholarships for Floridians, which will be managed through the Aerospace Center for Excellence in Lakeland, Florida.

The post Sales of Aviation License Plates to Begin in Florida Later This Year appeared first on FLYING Magazine.

In the depths of the first year of COVID-19 in September 2020, having been at home for six months straight, I, like many aviators who had been estranged from our local airports, felt the overwhelming desire to reconnect to aviation.

Having been a flight sim enthusiast in the decade before, but inactive since Microsoft Flight Simulator X and X-Plane 9, I decided to launch into building my own home flight simulator with the goal of pairing it with the freshly launched Microsoft Flight Simulator 2020 (MSFS2020). My goal was to create a cockpit that featured the avionics equipment that I wanted to learn when I could eventually go back to flying in real life, and I wanted my simulator to replicate all the switches and buttons found in most GA aircraft. After three years of building and customizing, my flight simulator reflects the missions and aircraft I like to fly while also allowing the practice of basic maneuvers and procedures at home. 

When the opportunity came to review the Yawman Arrow, I was apprehensive about an all-in-one hand controller designed for a mobile or minimalist home flight sim setup that seemed a world away from the cockpit I had purposefully built. 

The Yawman Arrow team took on the audacious challenge of condensing all of the major flight controls that flight sim pilots have in their home cockpits down into a single hand-held controller. It features two Vernier-style sliders on the bottom center. On the bottom left of the controller is a trim wheel. All the way to the right side are two conventional throttle sliders. Above them is the “six-pack” of black buttons. On the top left of the face is a thumb stick used for the yoke. Directly below and in the center-left position is a five-button switch, and a multidirectional hat switch sits in the center-right position, directly below the six-pack of buttons. At the very top of the controller is the most novel component of the Yawman Arrow—two rudder controls operated by each of your index fingers that are linked together like the rudder controls of a real airplane. When you depress one side, the other side moves in the equal and opposite direction. Two additional buttons near the rudder controls can be assigned to various tasks like the parking brake or for changing Yawman Arrow menus so that more than one function can be paired to a single button. 

While plugging in the controller and jumping into a quick flight is possible, I recommend spending time getting acquainted with the controller’s default button assignments. The Yawman Arrow website has pre-built these so you can print them out, or you can keep them on a second screen as a helpful reference for your first flight. Note that it is best to double-check the button assignments in the control options menu in MSFS2020 (and the equivalent location in X-Plane 11 or 12). I found that some default control assignments differed from the printable document available on the Yawman website. 

To effectively fly with the Yawman Arrow, I needed to spend time sitting in my home flight sim cockpit seat, looking at my controls and then making a plan to determine what assignment to give the most important buttons and sliders. Sitting in my cockpit allowed me to make a visual inventory of the controls, assign them, and then verify the assignments in the MSFS2020 control options menu to make sure I completed the process correctly. It went quickly once I had determined what controls I wanted to assign to the Yawman Arrow. I kept as many of the default settings as I could, only editing what I needed. 

• READ MORE: Setting Up Your Sim

For my first flight, I loaded into the Cessna 172 at KPWM and planned for some basic maneuvers out over the waters of Casco Bay, east of the Portland International Jetport in Maine. I used standard weather and light winds to minimize external factors influencing the aircraft. Preflight and taxiing were no problem once I set the necessary buttons for wheel brakes, parking brake, and flaps. Taxiing using the rudders was enjoyable. The linked rudder controls were my favorite feature of the Yawman Arrow. As a habit, I squeezed both rudder controls at the same time to bring the airplane to a stop near the end of the taxiway before remembering that I needed to use the braking button I had previously mapped. 

Takeoff proved to be more challenging than I anticipated. As I am used to using a realistic, full-size VirtualFly yoke, I needed to acclimate to the relatively small control deflection offered by the thumb stick of the Yawman Arrow. Add to that the effects of P-factor on the aircraft when under full power during takeoff, and my fingers were dancing between the action of rolling the trim wheel, pulling back the yoke hat switch and moving the rudder controls. It was an exercise in small movement motor control, which didn’t take long to get used to. In subsequent takeoffs, I spent time dialing in the yoke/hat switch control sensitivity settings and keeping an eye on my Air Manager display to double-check how much trim control I was using. I was challenged to find the control harmony on takeoff and believe there is more work to be done between dialing in the default sensitivities “out-of-the-box” in MSFS2020 on the Yawman Arrow and simply spending more time getting used to the way aircraft must be flown using the controller.  

Once airborne over the practice area, the 172 was stable, and I found the control harmony between the yoke and rudder controls on the Yawman Arrow was sufficient for slow flight and recovering from power-on and power-off stalls. Satisfied after completing a few basic maneuvers, I returned to the airport to practice a visual approach to a full-stop landing. I set up for a 5-mile, straight-in approach to Runway 29, having flown it before as an active private pilot in real life. I enjoy coming in over the waterways surrounding the city of Portland and MSFS2020 provides some great visual landmarks. 

On a 2-mile final, I set the power for the remainder of the descent and focused on fine-tuning the pitch using the trim wheel. Backing up my trim inputs again visually using the trim display instrument on Air Manager definitely helped. Setting the trim is a critical ingredient of a stabilized approach, and being able to do this consistently is key to making the Yawman Arrow an enjoyable companion or primary controller. The landing was satisfactory, and I felt that I had adequate control authority. Landing provided a good place to try the controller, as it combines relatively slow air speeds with a need to have your fingers near the trim wheel, on the yoke, on the throttle, and up at the rudder controls. This is easier than it sounds given the controller’s natural position in the hand and the thoughtful location of the aforementioned controls. It made me curious to see what a larger version of the Yawman Arrow would feel like, with just a bit more room for hat switch, trim wheel, sliders, and buttons. 

Yawman Arrow founder Jon Ostrower and I discussed the trim wheel in one of our exchanges, and he recommended using it when flying most GA aircraft but to then map the electric trim controls to the second hat switch if flying an aircraft that primarily uses electric trim controls—such as a Cirrus or any small, medium, or large jet—to better simulate how those controls would be moved in the real aircraft. It didn’t occur to me that the trim wheel could be set as a dial for other control uses, such as changing the settings of the autopilot or tuning radio frequencies. It was a reminder that the Yawman Arrow can be set to control nearly any function you need. Other buttons can serve as menu buttons that can be held so that the same button can have more than one function. Here’s where spending time with the default button layouts from the Yawman Arrow website and manual, watching a few how-to videos for tips, and really working through your own customized setup will pay dividends in terms of finding the correct controls at your fingertips when you need it. 

Since I mainly fly GA aircraft in my flight simulation adventures, I loaded up a few of the landing challenges in MSFS2020 that didn’t feature strong crosswinds, so I could better acquaint myself with the Yawman Arrow as a primary controller for jet aircraft. The Aspen, Colorado, and Jackson Hole, Wyoming, landing challenges are favorites of mine and served as good test flight profiles as controlling airspeed is the primary objective once the aircraft is lined up correctly on short final. If flying jets will be your primary use for the Yawman, be sure to set controls for the landing gear, speed brakes, flaps, thrust reversers, and other key controls that you’ll need to execute your landings.

Final Impressions  

Overall, I believe the Yawman Arrow controller is a good value for the cost—especially if you’re the type of user who must have a minimalist cockpit setup based on your budget, or you’re someone who travels a lot and desires a portable sim solution. Like any new flight sim equipment, I continued becoming more comfortable as I flew with it, even though I wish I had spent a bit more time with button assignments. I never managed to get the takeoff behavior harmonized to my liking, but I recognize that we’re still in the early days of the Yawman Arrow, and I know that the team behind its development and the flight sim community will begin sharing their collective knowledge to help tune the sensitivity of the yoke and trim settings and make it a bit more intuitive right out of the box in MSFS2020. Note that I limited my testing to MSFS2020 as I currently don’t use X-Plane 11 or 12, so controller sensitivity and differences in the aircraft’s flight model behavior can vary widely between both flight sim software titles. 

Although this is just a nitpick, I would have preferred a grippier outer surface and potentially a larger form factor, like an “XL” size. Given Ostrower’s deliberate design choices, I am sure these factors were given considerable weight, and they amount to subjective personal impressions of my time flying with the Yawman Arrow. Also, I suspect that the controller would pair well with popular head tracking units, such as TrackIR or Tobii Eye Tracker, which would allow those small glances around the cockpit to check the trim and flaps settings. Using them compliments a minimalist setup and would increase immersion. I relied on my copy of Air Manager running on an adjacent screen to help me verify my trim wheel inputs. 

Although the Yawman Arrow won’t be my primary controller, it does offer even the most hardware-obsessed among us the chance to break it out for quick, casual sightseeing flights. It also provides a chance to use your flight simulator while you’re traveling and  to do more intense jet flying with it if you’re committed to learning the control bindings. It is priced at $199.99 and available at Sporty’s Pilot Shop. That price is $79 below that of a Honeycomb Alpha yoke and about in the middle of the cost range of popular joystick HOTAS options. 

Default settings for Yawman Arrow can be found here. 

Pros:

• Best feature is connected rudder controls.
• The Trim wheel is  a novel addition to the hand controller. 
• There are two options for throttles (vernier style or slider).
• Basic camera movement and autopilot controls worked effectively.

Cons: 

• Since there is no wireless function, it must be plugged into your PC or laptop.
• Yawman Arrow does not work with Xbox. 
• A grippier outer material and potentially larger form factor would be preferable.

The post Taking a Virtual Flight with the Yawman Arrow appeared first on FLYING Magazine.

There are three things that begin with the letter “F” that make my weekends more fun: flying, field hockey, and flashlights, as in testing the latter for use in the aircraft. Over the weekend I had a chance to test two hands-free models courtesy of Flight Gear and Sporty’s Pilot Shop.

It’s always a good idea to have at least two flashlights in your flight kit—one with a white light for preflight inspections, the other with a lens tinted red, green, amber, or blue for use in the dark because these colors do not destroy night vision.

Even brief exposure to white light can zap your night vision, and it can take 30 minutes (or more) for your eyes to readjust to low light. That’s an awfully long time to be flying blind, so choose cockpit light carefully. And since pilots tend to accidentally blind themselves when they reach for a flashlight—or their smartphone with the flashlight–in order to find the tinted flashlight they just dropped—use one designed to be clipped or strategically held to avoid that scenario.

The first design from Flight Gear to be tested was the Bite Light, which, as the name implies, is designed to be held in the pilot’s jaws to position the beam. There is a silicon ring on the base of the flashlight that provides a better grip and is more comfortable and less damaging to teeth than a metal flashlight. I must admit when I read this I had a flashback to the dumpster-diving scene in the 1978 movie Animal House, the John Landis-directed college parody movie that finds a member of the titular fraternity holding a flashlight in his teeth as he scours carbon copies of tests pulled from the trash looking for the psychology course midterm.

A Greener Flashlight

For those who hate the idea of the trash created by spent batteries, this flashlight can be recharged with a USB type-C rechargeable battery. As someone who probably could finance a type rating on what I have spent on batteries over the years, I have become increasingly appreciative of flashlights with the USB recharge feature.

Both Red and White Lights

The Bite Light boasts a bright white light to be used for preflight inspection and finding things dropped on the dark ramp. The button is labeled with a “W.” The white light’s intensity is controlled by how many times you press the button—three times creates maximum illumination; one more time turns it off.

Pressing the button with the power symbol and “red” underneath it activates the red light. One press activates the light, a second press brings it up to maximum intensity, and a third press turns it off.

The lights are independent of one another—you are either using red or white. Turning one color of light on automatically turns the other off.

The Bite Light is made of aviation-grade aluminum and, according to the manufacturer, can withstand drops. We inadvertently tested this twice from the top of a Cessna 172 wing and found the manufacturer assertion to be accurate. The flashlight is also supposed to be water resistant. It doesn’t weigh much, as it is light to the point that you wonder if it has a battery in it and are pleasantly surprised to find it does. 

• READ MORE: How Many Flashlights Do You Carry in Your Flight Bag?

Flight Gear Universal Aviators Light

Headlamp flashlights allow you to focus the beam wherever you look. They are held in place with a headband or clip that attaches to your headset or ball cap. The Flight Gear Universal Aviator’s Light provides both options.

It features a dual rotating axis and clip to help secure it. It is light enough that you don’t feel like you are wearing it even when employing the headband. It also clips to a kneeboard without unbalancing it.

Like the Bite Lite, it has both white and red lenses. The light is powered by two AAA batteries.

A single press of the “W” button will turn on the white light at max brightness. To dim the light, press the “W” button again within the first five seconds of turning on the light. This will bring the white light to medium intensity. Another press of the white button within five seconds will reduce the intensity of the light to low. Using low intensity will provide the maximum runtime on one set of batteries. While in the low setting, or after the level of light has been on for more than five seconds, the next press of the “W” button will turn it off. 

The red lights are activated in the same fashion by pressing the “R3” button.

I liked the versatility of the Universal Aviator’s Light. I could wear it as a headband or attach it to my ball cap or collar for best position in the cockpit. 

If you are a pilot who prefers a flashlight that can double as a blunt-force weapon, both of these are probably too little. You barely notice them in your pocket. Both flashlights feel as though they were designed for the space program, where weight saving is everything. 

The Bite Light sells for $49.95, the Universal Aviators Light sells for $29.95.

Both are available from Sporty’s Pilot Shop. 

The post Hands-Free Flashlights in the Cockpit appeared first on FLYING Magazine.

Do you use an iPad in the cockpit? Is the device secured? I ask because a friend had an unfortunate life-changing experience during her spin training when her CFI’s kneeboard with the iPad strapped inside came loose and became a projectile, striking her in the face and fracturing her eye socket. This cautionary tale made me take a closer look at the kneeboard options available to iPad users.

In fact, iPads have caused a kneeboard evolution. The mission of the kneeboard hasn’t changed much since its introduction in the 1930s: Provide the pilot with a flat space to write on. The Apple iPad was introduced in 2010 and quickly found its way into the cockpit as aviation apps such as ForeFlight flourished. Pilots who sought to go paperless quickly learned their kneeboards were not designed to hold the devices. The manufacturers of kneeboards took note and began to design with that in mind. Some work better than others. Often it is a matter of preference. To get to the heart of the matter, FLYING put several to the test and came away with few we particularly liked.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

Some Things to Consider

Kneeboards can be made from plastic, aluminum, or wood. Each has its own characteristics of weight and durability with a price tag that matches. It can be a challenge to find a kneeboard that works with your iPad or tablet because dimensions vary model to model and year to year. Make sure to know the manufacturer’s return policy before you purchase so you are not stuck with a kneeboard you cannot use because it doesn’t fit the device or shape of your leg.

Aviation Supplies & Academics for iPad Mini 

If you are looking for an economy of design, check out the kneeboard for the iPad Mini from Aviation Supplies & Academics. Shaped like a book, you put the iPad inside. Soft, gray microfiber protects the screen. There is a binder style clip for paper or a checklist and two loops on one side for writing implements.

Four plastic hooks about as thick as a toothpick ( for minimal screen disruption) hold the iPad in place. Nonskid strips on the underside of the unit and a 1.5-inch-wide strap with  Velcro keep the board secure to your leg, even during abrupt attitude changes and turbulence. This was the lightest board we tested, so light you almost stop feeling it.

Price: $45.95 to $54.95

FlightOutfitters KB4 & Centerline

FlightOutfitters has several designs for iPad Mini users. According to FlightOutfitters founder Mark Glassmeyer, the KB4 is the latest evolution. Originally, it had plastic hooks to hold the iPad, but those wore out too quickly, so the company came up with a silicon rectangle with bands that secure the device by the corners. The kneeboard has a small pocket for writing implements. We liked the traditional Velcro strap along with friction fabric and two contour rolls mounted to the underside of the board to keep it from moving on your leg. It was comfortable even after two hours on a hot day.

The FlightOutfitters Centerline kneeboard comes in large and small sizes. The small earned our vote because of the fold-down platform with a smaller, molded case. This zippered compartment is the perfect size to hold your sunglasses or smartphone. If you’ve ever smashed your sunglasses in a kneeboard pouch, you will appreciate this. The bezel that holds the iPad uses the silicone straps and it rotates, so if you prefer your information in landscape as opposed to portrait, you are covered. This feature made one of my learners very happy, as he is a lateral presentation pilot. This kneeboard has a wide, elastic strap with Velcro closure, but this one feeds through a buckle for extra stability.

Price: $69.95

Battle Board Tech Edition

For the other kneeboards we tested, black was the only color choice. One of the things that sets apart the kneeboards made by Battle Board is you have options—sooooo many options—when it comes to color. In addition to black, you’ll find red, orange, green, brown, and gray along with several camouflage patterns. The color is not about fashion. Any color but black can help you locate your kneeboard more easily in a darkened gear bag or the back seat of a car.

The Battle Board Tech Edition—the iPad Mini stabilized board—is described as “turbulence-proof tablet integration,” which is military speak for “keeping the tablet on the board and the board on your leg.”

The board features a padded underside with wedges of nonslip material that can be positioned on your leg for better balance. Mesh provides breathability, so you don’t get that hot-book-on-your-thigh feeling. The elastic leg strap is one of the wider ones on the market and fastens with a metal G-hook that withstood turbulence and unusual attitudes. The company notes it makes the G-hook from recycled 81 millimeter mortar ammo cans.

The Battle Board Tech Edition kneeboard comes with easy-to-understand instructions, a necessity for setup to get the most out of the unit. It was also one of the most compact and lighter designs we tried. On the downside, the Battle Board unit was also the most expensive of the ones we tested.

Price: $109.95

• READ MORE: Three Things to Consider When Buying a Kneeboard

Sporty’s Flight Gear Bi-Fold

Sporty’s Flight Gear Bi-Fold kneeboard was the least expensive one we tested, coming in under $30. The elastic straps at the corners hold an iPad, and the clipboard is reversible so you can wear it on either leg.

The kneeboard also has a VFR/IFR cheat sheet with phonetic aviation alphabet hemispheric rule, basic VFR weather minimum, mandatory IFR reports, flight plan sequence, and transponder codes, just in case you forget these things.

Price: $29.95

Flight Gear iPad Bi-Fold

For the pilot prepared to spend a little more, Sporty’s also offers the Flight Gear iPad Bi-Fold kneeboard with two movable, vinyl-coated brackets held in place by a hook-and-loop fastener that it claims can be configured to hold just about any iPad or tablet on the market. The backside of the mounting surface has an integrated kickstand that allows you to place the iPad at an angle that cuts down on sunlight glare. If you’ve ever done what feels like an advanced yoga pose trying to read the computer screen in a sun-drenched cockpit, you will appreciate this.

This kneeboard boasts a plethora of pockets, including one that closes with a zipper for those really important items you don’t want to lose. The front face of the kneeboard has an ID holder that’s perfect for a business card. You will probably want to use this because most of the kneeboards on the market are black, so they all look alike.

Price: $39.95

This column first appeared in the October 2023/Issue 942 of FLYING’s print edition.

The post Who Wins the Battle of the Aviation Kneeboards? appeared first on FLYING Magazine.

A handheld com radio is one of those tools every pilot should have in their flight kit. If you are a CFI, it’s a must for monitoring first solos from the ramp. For everyone else, it is a backup for communications should the radio stack in the airplane go Tango Uniform during the flight. And in some cases, when you are flying an aircraft that lacks an engine-powered electrical system, the battery-powered radio is all you have—and you had better have a specialized jack to plug your headset into, or else you’re going to be doing the awkward “push-the-boom-mic-out-of-the-way-to-talk” routine.

Recently, FLYING had the opportunity to test the PJ2+ com radio from Sporty’s Pilot Shop. It’s the follow-on to the original PJ2 that won FLYING’s Editors’ Choice Award in 2020. The PJ2+ made points with me right off the bat because it has a direct plug-in for the headset. You don’t need a specialized adapter, which very often has gone missing. The direct plug-in allows you to communicate effectively through the boom mic.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

Physical Parameters

The body of the PJ2+ measures 6 inches long and 2 inches wide. The antenna measures approximately 7 inches. That’s enough to communicate within the airport traffic pattern and on the ramp, but if you want to use the PJ2+ as a primary radio in aircraft, you’ll need an external antenna.

The PJ2+ weighs 1.12 pounds, which makes it easy to carry. For comparison, we placed it next to the Icom radio I have carried for years. The PJ2+ is larger, so there will be more space disruption in the gear bag.

You have options when it comes to a power source for the PJ2+. You can use six readily accessible AA batteries to power the device or make use of the USB-C port if your aircraft is so equipped. Sporty’s opted for the AA batteries because they are easy to find and relatively inexpensive.

You will appreciate this if you have ever had a handheld radio that required a specialized battery, charging station, or cord, and one of them went missing. Rechargeable batteries are not recommended.

If you use AA batteries, Sporty’s advises removing them from the unit when it is not in use for an extended period of time because when the batteries break down, it is often the end of the radio. Because I lost my Sporty’s SP-400 nav/com radio to hostile corrosion that could not be removed with a treatment of distilled vinegar, baking soda, and lemon juice, I paid extra attention to this. I recommend designating a specific pouch in your flight bag to hold the batteries—and only the batteries—when not in use. Make reinstalling them and removing them checklist items.

Bonus note: You do not need tools to replace the batteries on the PJ2+. The battery cover is removed by sliding it up. The unit takes six 1.5 volt AA alkaline batteries. There is a diagram on the cover to show you where to put the positive (+) and negative (-) terminal markings inside the case.

• READ MORE: Sportys Unveils PJ2+ Handheld Radio

Features from the Top Down

The radio accepts standard twin-plug aviation headset jacks. When the jacks are not in use, they are covered with a rubber gasket. A similar gasket protects the USB-C power jack on the side of the device. Both rubber coverings are attached to the body of the radio on one end, so they will stay with the radio and not disappear into the bowels of your flight bag. In addition to standard aviation headsets jacks, the PJ2+ also features a 3.5 millimeter jack to accommodate wired earbuds or a computer headset.

The antenna attaches via a BNC connector on top of the device. The BNC is standard for use on aircraft radios, so it shouldn’t be too difficult to attach the device to an existing aircraft radio antenna through a coaxial cable. The on/off and volume knob is on top of the unit. The on/off function has the feel and sound of a “click,” so you know when the radio is on even if you cannot see the screen.

The LCD screen measures 1.5 inches by 1.63 inches, which makes it one of the larger handheld com screens on the market. There is a lot of room for data presentation, including a low-battery indicator and several lines of frequencies. According to Sporty’s, the PJ2+ is capable of 760 com frequencies from 118.000 megahertz to 136.975 MHz. Both the data screen and keypad are auto-lit. The screen boasts enough room for 20 visual memory channels.

The buttons on the keypad are larger than most found on handheld coms—and more spread out. There is a designated 121.5 function on the “2” button, and memory clear is found on “0.” Function keys UP and DOWN—along with RCL for “recall,” MEM for “memory,” CLR for “clear,” and WX for “weather”—allow the user to access the automated weather frequencies for the National Oceanic Atmospheric Administration (NOAA). You can also scan the entire frequency range.

On the left side of the device you find the flip/flop button—identifiable with the double-sided arrow—that allows you to move back and forth between the current and last frequency. The next button is the push-to-talk (PTT), shaped like a holding pattern on an instrument approach plate.

The last button has a stylized light bulb on it, as it is used to activate the backlighting for the screen and keypad. When used in combination with the “clear” key, it can enable and/or disable the auto-light feature to put it into night mode.

To get the most out of this radio, you will want to read the manual first. I know that is anathema to pilots that pride themselves on their ability to gronk their way through things, but to really get the most out of the device, spend a few minutes learning about its functions.

Test Flight

Our test began at a nontowered airport on a busy Sunday. We started off by engaging the search mode. When scanning for a frequency, when a broadcast signal is found, the word “search” flashes, and the unit stops on that frequency. If the broadcasting signal is cut off for more than two seconds, the search feature resumes until it picks up another signal in the 118.000 MHz to 136.975 MHz band. Pressing the “clear” key ends the search. You can reverse the search direction by pressing and holding the “UP” or “DOWN” key (whichever is appropriate) for one second.

You can put frequencies into memory by using either the search mode or adding them manually. Once they are in, they can be saved by pressing the “memory” key. Pull up the frequency by pressing the “recall” key and cycling through the channel numbers as they appear on the screen.

The 121.5 emergency key on the “2” gave us pause until we noted that you have to hold down the key for two to three seconds for the PJ2+ to automatically go to 121.5.

The search for the NOAA weather frequencies was easy and an excellent supplemental tool for our weather briefings. This was followed by a search for local frequencies. We listened to the weather and then accessed the CTAF. A radio check came back loud and clear.

We typed in the CTAF and a few ATIS and tower frequencies and saved them for use. The frequencies were visible in direct sunlight. To transmit, press the PTT button at any time while tuned to a com frequency to broadcast over the one you’ve selected. You know you are transmitting because the screen displays a “TX” beneath the frequency. When using the headset with the unit, the PJ2+ com’s internal microphone will be deactivated and the microphone on the headset may be activated by either pressing the PJ2+’s PTT or an inline remote PTT.

We flew three aircraft for the test: two Cessna 172s and a Cessna 182. On the first flight, we could hear Seattle Approach, but it could not hear us, nor did we expect it as the PJ2+ com transmitter power, as tested, is a relatively low 1.5 watts—normal for handhelds. We could hear Seattle, and therefore knew when to expect someone near us. It was a different story when we got closer to the towered and nontowered airports. Our transmissions were received loud and clear.

According to Sporty’s, the unit’s maximum transmit power is 6 watts, which is the maximum allowed by the Federal Communications Commission for portable radios. As noted by Sporty’s, “the real measure is how much a radio typically puts out in day-to-day use. We’ve tested the PJ2+ and the L6 and found they routinely put out 1.5 to 1.8 watts, which is a lot more than the 1.2 to 1.3 watts we see on other radios. More power obviously means more range.”

Some Challenges

One of the Cessna 172s had a RAM mount used to hold the device. The second Cessna 172 had a side pocket that worked great. The Cessna 182 has no cockpit pockets, so the PJ2+ was slipped into the side pouch of the bifold kneeboard I was using. It took a little experimentation to find an angle that didn’t have the antenna hitting the yoke.

One thing I would have liked is a more physically robust push-to-talk switch because a few times the PTT kind of quit during use. When I held my finger on the button, the button sort of disengaged. Several of my learners also attempted to use the device and reported the same thing—it was as if your finger slipped off the switch although you had the pressure on.

This story first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post Test-Flying Sporty’s PJ2+ Com appeared first on FLYING Magazine.

I spent three hours with a private pilot applicant getting him ready for his check ride. That was an hour longer than we both anticipated, but it was necessary. There was a lot missing from his knowledge base. He told me the fuel gauges of the Cessna 172 were vacuum powered. His nav log was incomplete, and he struggled to identify airspace even when allowed to use the legend panel on the VFR sectional. Yet he told his CFI that he had passed the mock check ride with flying colors.

The CFI didn’t believe the learner for one minute, as we had known each other for years, and he knew I made lots of notes during these evaluations. The debrief is extensive and considerably longer than “passed with flying colors.”

The CFI sent the learner to me, he said, because he was the poster boy for the Dunning-Kruger effect. 

The Dunning-Kruger effect is a term for a cognitive bias in which people with limited knowledge or competence in a given intellectual or social domain overestimate their knowledge or competence in that domain—and here is the important part —relative to objective criteria. In this case, the Airman Certification Standards and their score on the FAA Private Pilot Knowledge Test. 

This applicant scored an 82 on the knowledge test and scoffed that anything over 70 was overkill. 

It became apparent rather quickly that he may have known the information once, but he couldn’t give it back to me when I asked questions about aircraft systems, weather, and airspace—all the areas he had been shown “deficient” on the knowledge test.

This applicant was lucky in that his instructor knew he had soft spots that needed to be eliminated before the check ride. Some instructors don’t see them, and I maintain a subset of the Dunning-Kruger effect is when the recommending instructor overestimates the learner’s abilities. 

This happened to an acquaintance of mine who had a private pilot applicant fail during the oral part of the check ride due to inadequate knowledge of aircraft systems. The CFI had been teaching a 10-week private pilot ground school at a local community college and the learner was in the class. The learner passed the class with an “A,” so the CFI thought he knew the material. 

Neither the CFI nor the applicant were prepared for the failure. There were other similar failures from the class. A little bit of sleuthing revealed the structure of the program was to teach to the tests. The message was to memorize the answers and pass. This looked good on their transcripts, as it was a two-year program and many of the students went on to four-year institutions, but this lack of knowledge left them woefully unprepared for the cockpit.

How You Study Is Important

Studying for the check ride can be overwhelming, especially when it comes to organizing the materials.

The fine folks at Aviation Supplies & Academics (ASA) have been doing this for decades with their oral exam guides. If the test involves an oral exam, ASA has a study guide for it, be it for flight ratings, aircraft dispatching, aircraft mechanic, or studying for your flight review.

For 30 years many of the ASA oral exam guides were written by recently retired Michael Hayes (respectful pause), who, through his concise and informative prose, helped thousands of pilots earn their certificates. The latest edition of the Commercial Pilot Oral Exam Guide appeared with a new author—none other than Jason Blair, an active flight instructor,  FAA designated pilot examiner, and a regular contributor to FLYING.

I have been using these books for years, both for my own study and to prepare my applicants for their tests. Full disclosure: When the newest editions are released, I go through them, cover to cover, just to make sure I am up to speed on what I am teaching. The ASA Commercial Pilot Oral Exam Guide is in its 11th edition, and I’ve been reading it to refresh and recharge my knowledge.

If you have never used one of these study guides, here is the skinny. The books are organized by subject matter: FARs, aircraft systems, weather, etc., making it easier to focus on knowledge areas that the learner is having trouble with. The material is presented in a  Q&A format. For example: “What is the difference between a de-ice system and an anti-ice system?” Answer: De-ice is used to eliminate ice that has already formed, while anti-ice is used to prevent the formation of ice. 

Scenarios are used for the most in-depth questions.

• READ MORE: Making the Most of a Ground Lesson

Although many learners don’t pick up a copy of the oral exam guide until just before check ride, you may find it useful earlier in your training as it helps to determine the depth of the knowledge required. This is especially good if you have a tendency to study minutia or have not enjoyed the benefit of working with a CFI with strong ground instruction skills.

The FAA reference for where to find the information is also listed.  I like this part the best, because when the examiner asks the learner where they found the information, you want them to be able to refer to a published FAA-vetted resource. Never ever, and I mean ever, reply, “My instructor told me.” That’s like comparing a spouse to that person you had a fling with in college. Just don’t do it.

The post Use Study Guides for a Better Check Ride Experience appeared first on FLYING Magazine.

To be a good pilot, one should always be ready to refresh and update their knowledge. This is particularly true for those who fly G1000-equipped aircraft or are flight instructors. It can take some effort to stay ahead of the learning curve, so noted Michael Gaffney, aviation educator and author of the ninth edition of The Complete Garmin G1000: A Pilot’s Handbook. 

Gaffney, who was the 2007 National Flight Instructor of the Year, serves as the director of aviation at Southeastern Oklahoma State University in Durant. His experience as a mass educator for the G1000 began 18 years ago with Aviation Supplies & Academics (ASA), where he created study materials for  computer-based technology (CBT) meeting FAA Industry Training Standards (FITS). He said he worked hard to keep the material in each book current as Garmin evolves and improves the G1000 system.

There is a lot going on with the G1000, and it’s easy to get bogged down in the buttonology. Gaffney’s book is direct with each chapter beginning with a clearly stated objective, reminiscent of a lesson plan, and ending with review questions to make sure the reader has absorbed salient points.

• READ MORE: Garmin Reaches a Flight Deck Milestone

According to Gaffney, the book was originally written as a Part 141 course manual and became FITS. Gaffney has been teaching the G1000 since it was introduced, and it comes across in the pages of the book.

“I have been in G1000-equipped 172s, 182s, [and] 206s from Cessna, [Daher] Kodiaks, Mooneys, Beech Barons and Bonanzas, [Piper] Seminoles, Cirrus SR20s and SR22s, and Diamond DA40s and DA42s,” he said. “Our school now has two Cirrus SR20 TRACs and two Piper Seminoles, both featuring the G1000 NXi system. All of this G1000 operational experience led me to re-release this book as a reference textbook for the university classes.”

Gaffney acknowledged that the use of the book is just a piece of the puzzle and that the best learning is multifaceted and ongoing, which is why the text is periodically updated.

“I am constantly in either an aircraft or a simulator, or use the PC sim from Garmin to stay fresh,” he said. “Garmin is always changing—for example, [the] Cirrus G7 featuring a complete touchscreen version of the G3000—and you have to stay current. I read constantly and find myself conveying my experiential knowledge as a university professor of aviation as well as the program director, where standardization is key and safety is paramount.”

The information is presented in concise text with illustrations for more visual learners.

The Complete Garmin G1000: A Pilot’s Handbook (ISBN: 97989886709) is available from Sentia Publishing, Amazon, or at brick-and-mortar bookstores for $75.

More information on the book can be found here.

The post The Complete G1000: A Pilot’s Guide appeared first on FLYING Magazine.

If I had my way, I would play golf more than I do.

Recently, a pilot buddy who owns a V-tail Bonanza offered to fly somewhere warmer than southeast Tennessee to play, which is the perfect excuse. Even though I don’t play as much as I want to, a golf polo shirt is my preferred shirt for work or weekends with weather above 60 degrees Fahrenheit (to convert to Celsius, grab your E6B). From my company-issued black FLYING Nike polos to unbranded Peter Millar and Bad Birdie (one of my favorites), my closet is full.

An AeroWear Final Approach polo recently arrived from the folks at Sporty’s Pilot Shop, and as a self-proclaimed golf polo connoisseur, I’m impressed. It has become a new staple, especially in a fly-and-play situation. This would also make for a great gift for pilots after you’ve recovered from the holiday gift-giving season.

Styles: Select from 5 Options

I chose the light blue Final Approach design. The shirt comes in five unique offerings, but the material and fit for each is the same. I am going to place an order when the weather gets nicer and complete the collection. Stylistically, they follow modern golf polo design with small graphics and subtle branding. I would compare the designs to TravisMatthew and the modern Adidas shirt designs that you would find at big-box retailers.

Material: Lightweight and Breathable

This shirt is made of 88 percent polyester and 12 percent spandex, and without any cotton, it is quite lightweight. A V-neck undershirt may help out in the colder temperatures. I would compare it with material found in the Bad Birdie golf polo or similar noncotton golf polos. If you’re looking for something with structure, this may not be the right option. In my experience, polyester tends to help wick away sweat and reduce odor during a round of golf.

The Fit: Size Up if in Question

One thing that frustrates me about golf polos is the wide variety of sizes. I am a broad-chest guy, and golf polo sizing puts me anywhere from a medium to an extra large. I wear a size 44 jacket and a large in most polo shirts, but in this shirt I sized up to an XL, and I’m glad that I did. It is slim through the chest and arms, which means if you’re debating between two sizes, I would select the larger of the two.

Pricing: Very Competitive

If you’ve ever been in a golf clubhouse, you’ll know buying a branded polo will break the bank. It’s often more than the round itself. The AeroWear polo is much cheaper than the competitive specialty golf shirts in its class. As of publishing you can buy one for $59.99 from AeroWear compared to the Bonobos ($89) or Supermex ($89). Plus, having an aviation-themed polo is much cooler than having a sombrero-themed polo. When other pilots see it, they will be jealous.

Conclusion

If you’re looking for a great polo shirt that has subtle aviation tie-ins but isn’t obnoxious, this is a great option. If you’re concerned about fit, default to the larger size. With the trimmer, athletic fit, the right size will be important to perform well on the course, in the cockpit, or in the office. Another pro tip: Wash it before you wear it.

The post Review: Sporty’s AeroWear Golf Polo Makes the Cut appeared first on FLYING Magazine.

There are those who will tell you that aviation gaming is almost as expensive and space intrusive as actual flying. You probably know someone with a virtual cockpit setup that’s larger than the interior of a Cessna 172.

If you are looking for something with considerably less space disruption and small enough to fit in a carry-on bag, check out the Yawman Arrow. The company notes the Yawman controller puts the yoke, throttle, and rudder pedals in your hands. The device went on the market as of Monday for $249, available for purchase at yawmanflight.com and Sporty’s Pilot Shop. The device was created by brothers Thomas and Dwight Nield, professional aviators, and John Ostrower, aviation media creator, and founder of The Air Current.

The company, based in Carmel, Indiana, calls it a “fully functional hand-held cockpit,” noting there are 21 buttons and seven axes available for programming the Yawman Arrow with added multipress capability “optimized for Microsoft Flight Simulator that makes the controller infinitely configurable for everything from basic aircraft function for flying and simulator commands to advanced autopilot interaction.” The goal is to radically reduce the need for both keyboard and mouse/trackpad when flying.

The Arrow was “designed for simmers by simmers.” It is built in the United States and can be a primary controller on simmers’ Windows or Apple laptop, desktop, or Android tablet. Its portability makes it different from other devices as it can be used on the road with a gaming laptop or Android tablet, or cast to a television from a laptop.

“This has been a methodical journey to bring together all the familiar pieces of flight simulation hardware into an ultra-mobile form factor without compromising the virtual flying experience,” said Yawman co-founder Thomas Nield. “We have achieved that, and we are excited to deliver it to the simming community. We’ve brought a deliberate precision to Yawman, making it a multifunction controller that requires no additional configuration software to maximize its plug-and-play utility.”

The Arrow is designed to work with virtual aircraft of all types, from smaller general aviation airplanes and helicopters to high-performance fighters and commercial jets. Company officials note the portable controller can be used for real-world flight familiarization, preparation, and training without complex hardware.

The Details

The Arrow features controls for pitch, yaw, and roll, and two vernier-style engine controls like those found on many piston-powered aircraft. When the player is flying a jet, these controls activate spoilers and thrust reversers.

The device has an integrated trim wheel, along with two shoulder bumper buttons, a five-button D-pad, and five-way hat switch for independent viewing angles and video recording. The user can access a multifunction six-pack of programmable buttons to customize their flight experience.

The Arrow is fully compatible with Microsoft Flight Simulator on PC, Laminar Research X-Plane on PC and macOS, Infinite Flight for Android, Lockheed Martin Prepar3D, DCS World—and more—as well as nonsimulation games that support HID joystick controls. However, it is not compatible with iOS devices or Xbox.

We Test It

FLYING had a chance to test fly the Arrow. I was assisted by Michael Puoci, one of my learners who is a professional aviation game designer. When Puoci, call sign “Puffin,” was training for his private pilot certificate, he utilized sim technology as an enrichment tool, flying every lesson at least twice before he got out to the airplane That’s the beauty of the syllabus; he knew what was coming next and was able to prepare.

Puoci builds games and test flies them on a regular basis. We met at the Museum of Flight in Seattle. He was armed with his laptop loaded with X-Plane 12 for the demonstration. We tried the Arrow in a Cessna 172 as that is the airframe we both have the most time in.

It was easy to set up the Arrow to interface with X-Plane—just a few clicks. No additional software configuration was required.

• READ MORE: Setting Up Your Sim

Full disclosure: I had never attempted to fly using a game controller before, so there was a learning curve.

During the takeoff from virtual King County International Airport/Boeing Field (KBFI), the left turning tendency got the better of me as I had to use my fingertips for what my feet usually do. It took me a few minutes to get the hang of using light touch adjustments, especially on the trim. I teach my learners pitch, power trim to level off, and it was a challenge to adjust the right lever for power and not to over trim.

It took me a few minutes to achieve coordinated flight, and I found myself physically tilting the Arrow, rather than activating the proper controls, until my hands figured what to do to achieve what I wanted. We had to try stalls too, which are a rudder-dependent maneuver. I did one, then Puochi did one. Learning took place.

If you want to take your aviation sim on the road, the Arrow was meant for you. The unit requires one available USB port (cable included) and weighs 7.83 ounces (222 grams) and does not require batteries or charging.

Shop the Setup

The post Yawman Arrow Hand-Held Cockpit Released appeared first on FLYING Magazine.

Do you remember the first time you wore an active noise reduction (ANR) headset? The new Bose A30 makes you appreciate the genre all over again.

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.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

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.

To most aviation enthusiasts, a highly detailed, artfully done illustration of a World War II fighter is a nice gift. Cyberboardz, the manufacturer of aviation-inspired greeting cards, have taken them to the next level with augmented reality (AR).

With the use of a smartphone and app, you get a 3D image of the aircraft in flight, engine sounds, and the ability to activate the guns. The Cyberboardz cards can be described as pop-up book meets  video game—and they must be experienced to be believed.

FLYING had the opportunity to sample its Battle of Britain designs consisting of a Supermarine Spitfire Mk 1a and a Messerschmidt Bf 109 E-4. These cards feature a three-dimensional image of the aircraft and an app (CyberBoardz) through which the card comes alive with sound and movement, almost like a hologram.

Will Escutia, CEO of Cyberboardz, a 700-hour private pilot, and CEO of Flying Spirit Aircraft, owner of the intellectual property of the Quicksilver aircraft and brand, is the creator of the 3D card with augmented reality.

“Many of us love plastic and die-cast models of WWII fighters and other aircraft,” Escutia said. “But we do not have enough time to build them or enough space to display them. The 3D card with augmented reality makes it easy to enjoy the models, and it can be put away and stored in seconds using minimal storage space.”

These cards are educational, according to Escutia, who is also a WWII researcher and the author of The German Plan to Defeat Russia.

“We aviation enthusiasts love aircraft performance specs, so I thought it would be great if accurate data was included with the cards,” Escutia said. “It took almost two years of research, prototyping, testing, getting customer feedback, establishing a supply chain, and introducing other features that the customer wanted—like a moving pilot inside the cockpit—to have the card and augmented reality ready for production.”

The greatest challenge was writing the software in a platform supported by most cell phones and “fine-tuning the manufacturing process so the cardboard designs looked like their real counterparts and, at the same time, that the aircraft could be easily folded without damaging the smaller parts.”

Although the cards are new, so far feedback has been positive, according to Escutia, as pilots and aviation enthusiasts appreciate the detail and the augmented reality.

“The cards with the AR were very well received, and people found the combination cool, fun, innovative, easy to share, and with a powerful ‘wow’ factor,” he said.

The company began by producing the Spitfire Mk Ia and the Messerschmitt Bf 109 E-4, the two main aircraft that fought the Battle of Britain. Additional designs in the works include the P-51B Mustang, P-47, P-38, Fw-190, Zero, and Corsair with other models to follow.

The company website walks you through downloading the app and how to use it to give you an interactive experience. For online game fans who fight the Battle of Britain virtually, there are also pages of information on air combat tactics.

The cards, which typically sell for $29 apiece, can be ordered from cyboardz.com.

The post Cyberboardz Offers 3D Aviation Cards appeared first on FLYING Magazine.

We cannot say it’s never too late to find a last-minute holiday gift, though procrastinators can test the limits of express delivery like never before. With so many people working to get our packages to their destinations, we do not need very many days in advance in order to pull off a gifting success.

If you are still looking for presents at this late date, and you happen to be shopping for a pilot or aviation enthusiast, do not despair. There are still plenty of possibilities to make that person’s holiday a bit more memorable. Here are a few ideas for your last-minute shopping list.

Lightspeed Delta Zulu Headset

Lightspeed understands that not everyone has time to spare when it comes to gift shopping, so the company is offering free standard overnight domestic shipping on any of its headsets until Wednesday, December 20. Lightspeed has long been a “go-to” for ANR headsets, and its flagship Delta Zulu won FLYING Magazine’s Gear of the Year Award for 2023.

Price: $1,199

Leatherman Wingman

No flight bag, tool bag, or car glove box is truly complete without the right multitool. I have been loyal to Leatherman tools for 30 years and although I haven’t needed mine for emergency in-flight repairs, I know people who have. Often the tool is just right for small adjustments and quick preflight tweaks. Early in my flight training my instructor whipped out a well-used Leatherman to tighten a radio connection and remedy a hot mic. And what pilot does not need a “Wingman” occasionally?

Price: $69.95

Flight Gear Survival Tool

Some emergencies require more than pliers, knives, and saws. The Flight Gear Survival Tool is a 13-in-1 multitool with features designed specifically for aviators. It includes an ax blade, wire cutter, pliers, knife, hex key, screwdrivers, and  hammer that can be used for a range of duties from setting tent stakes to breaking windows for emergency egress.

Price: $29.95

Stick and Rudder

This classic book about how aircraft fly and how to control them properly is a must-read for aspiring pilots as well as veteran aviators with thousands of hours in their logbooks, and every pilot in between. While author Wolfgang Langewiesche covers the fundamentals of flight, he also demonstrates how counterintuitive some of those fundamentals can seem, from the relationship between elevator and throttle to the nature of stalls. And do not let the 1944 copyright fool you. The book is as vital today as it was then.

Price: $23.08

Aviation Cuff Links

Having to wear cuff links on stage for a middle school production of The Sound of Music was a chore. Today, though, they are among my favorite fashion accessories. They are no longer so difficult to install, and wearing them is pure fun, especially when they express one of my special interests, like aviation. Cufflinks Depot has a broad range of airplanes, helicopters, and other aviation-themed examples worthy of consideration. I am partial to the Concorde.

Price: $34-$365

The post 5 Last-Minute Aviation Gift Ideas for Shoppers Battling Headwinds appeared first on FLYING Magazine.

A man I had met at the flight school the previous Saturday was missing. He flew a Cessna 170. He was one of those lucky folks who lived at an airpark, but on Saturdays he stopped in at the municipal field for the coffee and company.

On February 29 around 3:45 p.m., the aircraft owner and a friend launched from the airpark with the intent of heading to a nontowered airport about an hour away. The route entailed a flight over the Puget Sound. They did not make it. I am not mentioning his name because his family doesn’t need to relive that experience, but suffice to say they reported him missing, instigating a search.

Fifteen days later, the aircraft and the occupants were found underwater approximately 10 miles west of the Tacoma Narrows Airport (KTIW). According to one of the search and rescue divers who is also a pilot, the aircraft entered the water in a controlled descent. I will spare you the details, but he said it was obvious that the pilot and passenger had succumbed to carbon monoxide (CO) poisoning. The report from the National Transportation Safety Board (NTSB) concurred, as the medical examiner stated the cause of death was CO poisoning and drowning.

What Is Carbon Monoxide?

Carbon monoxide is an odorless, colorless gas, and a byproduct of combustion. It can enter the cabin of your general aviation aircraft through damaged or defective firewalls, door seals, landing gear compartments, or by the combination of cracks in the exhaust system and the activation of cabin heat since the air is heated as it passes over the engine manifold then ducted into the cockpit via a mechanical door. As you might expect, there are more instances of CO poisoning in the winter months.

Many flight schools and aircraft owners install one-time-use cardboard carbon monoxide detectors in their aircraft as a means of detecting the deadly gas. These units turn dark when CO is present, however, by the time they change color, the pilot may already be incapacitated. Carbon monoxide poisoning is more common than you would think.

According to a report published by the NTSB in January 2022, between 1982 and 2020 there were 31 accidents attributed to carbon monoxide poisoning.

“Twenty-three of those accidents were fatal, killing 42 people and seriously injuring four more,” the report said. “A CO detector was found in only one of the airplanes, and it was not designed to provide an active audible or visual alert to the pilot, features the NTSB also recommended.” In 2004 and again in 2022 the NTSB called on the FAA to require CO detectors in aircraft with enclosed cabins and forward-mounted engines. This has not happened yet.

Headset manufacturer Lightspeed has stepped out ahead of this with the creation of the Lightspeed Delta Zulu, which includes an audible warning about CO in the cockpit well before it reaches critical and deadly levels. Company officials say since this safety wearable was introduced in September 2022 they have heard from approximately 100 people who say the CO warning feature may have saved their lives. On the company website it has testimonials from people who were warned about the potentially deadly situation—and that is just a fraction of those the company hears from, according to Eric Landry, director of marketing for Lightspeed Aviation.

“We have a number of customers who call in or talk to us at aviation events,” Landry said. “They tell us that the audible warning on the headset changed the way they operate. They say things like they got the warning about carbon monoxide in the cabin and landed right away and didn’t take off again until a mechanic had checked things out.”

Landry noted the headset is particularly popular with flight instructors who fly multiple aircraft. “They appreciate a portable CO detection system they can take with them everywhere,” he said.

• READ MORE: Lightspeed Aviation Releases Delta Zulu

Teresa DeMers, executive vice president of Lightspeed, added that pilots also like the fact that it has an audible battery low warning, and the unit can be powered by off-the-shelf AA batteries or by a rechargeable battery. The unit also has the ability for the pilot to adjust auditory acuity—a bonus if you have a bad ear ear—and it has the option to record the flight for review.

“The Lightspeed Delta Zulu is the only ANR headset on the market with built in carbon monoxide detection,” said DeMers. “We have shipped over 10,000 headsets in 15 months. This is a new frontier of headset, providing a lot more benefit than just hearing protection. The hearing acuity feature and carbon monoxide detection change the landscape of what people can expect from a headset.”

The Lightspeed Delta Zulu comes with a hard-shell carrying case, single-port wall charger, lithium-ion battery cartridge, AA battery cartridge, UAC to USB-A cable, Velcro cord shirt clip, and set of personalized icon chips so you can distinguish multiple headsets. The unit is available in different plug configurations: Dual GA, LEMO panel power, and U-174.

The unit sells for $1,099 and comes with a 60-day, money-back guarantee.

The post CO Detection on Lightspeed Delta Zulu Proves Its Worth appeared first on FLYING Magazine.

For modern GA pilots accustomed to precise, detailed flight displays from Garmin, Aspen, Avidyne, or Collins, the thought of using a wristwatch as a navigation aid might seem quaint—or worse. But in the early days of aviation, time was a dominant reference for coordinating travel.

Over the years, the arrival and steady improvement of radios, radar, and flight instruments bumped the watch to limited supporting roles in the cockpit. Still, when I was learning to fly a decade ago, my instructor insisted that I wear a watch and synchronize it with his (and our smartphones) before each flight.

Today one could easily fly around the world and leave the watch at home, but I do not know any pilots who would do such a thing. If nothing else, pilot watches make great accessories—and great holiday gifts—whether you fly or not. I still glance at mine regularly because doing so is easier than digging the phone out of my pocket. It is more satisfying, too, especially when approaching my destination airport.

Here are a few aviation-inspired timepieces that can bring an extra measure of joy to your next sortie:

AVI-8

Hawker Hurricane McKellar Dual Time

Price: $285

This watch honors Archibald Ashmore McKellar and the aircraft he flew. McKellar, a squadron leader and flying ace of the Royal Air Force during World War II, was renowned for his skill as a combat pilot. During the Battle of Britain he racked up aerial victories so quickly that he became “ace in a day,” an extremely rare distinction.

Sporty’s

Trintec Automatic Altimeter Chronograph

Price: $549.95

Keep track of changes in field elevation wherever you go with this substantial watch designed to look and feel like you just plucked it from an aircraft instrument panel. It features an automatic movement that can also be hand wound. The case has a sandblasted finish and stainless steel back that reveals some of the watch’s inner workings. The watch is water resistant to 300 feet.

Undone

Aero Commando

Price: $295

Promoted as “your everyday aviation watch,” the Aero Commando is a tribute to the development in the 1930s of the rotating bezel for watches. The graduated ring that surrounds the clock face and is handy for timing flight legs is credited to Philip Van Horn Weems, a U.S. Navy officer.

Marathon

Official USAF Pilot’s Navigator

Price: $480

Air-Force approved with tactical blacked-out styling, this watch is sure to spark conversation at social gatherings and would be the perfect way to count down the minutes to the new year. This design traces its history to 1986, when the Navigator Class of watches was developed in conjunction with Kelly Air Force Base in San Antonio and has undergone numerous improvements since.

MyPilotStore

Citizen Blue Angels Atomic Promaster Skyhawk A-T Eco-Drive

Price: $521.25

Here is a pilot watch that can hold its own at formal gatherings or on the ramp of a remote airport you happen to be visiting over the weekend. The design honors the legendary U.S. Navy Blue Angels aerobatic team, and the rear case cover is emblazoned with the team’s crest. Powered by light, the watch never needs a battery.

Aircraft Spruce

Garmin D2 Mach 1 Aviator Smartwatch

$1099.99

Garmin’s aviation smartwatches manage to cram much of your aircraft’s instrument panel behind a screen that fits on your wrist. The watch has a range of functions including navigation, moving map, HSI, flight planning, airport information, heart rate, pulse oximeter, health snapshot, and many other flight and human measurements. To a degree, it combines and streamlines a number of preflight tasks that many pilots perform during the drive to the airport, such as Flight Services briefings and AWOS.

The post 5 Pilot Watches to Add an Element of Cool to Your Next Flight appeared first on FLYING Magazine.

The holiday season often turns into a self-shopping spree for me, as I inevitably end up picking more for myself than for friends and family. So, I thought, why not share a guide of cool aviation-related items I’ve bought for myself and others who share a passion for flying. It’s the perfect time of year to indulge a little!

Aircraft Models

I have a special place in my heart for Aeromexico—it’s a family legacy. That’s why the MD-80 Aeromexico model from MidwestModelStore.com immediately caught my eye (though I was tempted by the 777 model too). Aircraft models are a fantastic gift for any aviation enthusiast. They probably haven’t treated themselves to one, and these models are always well received. I can’t recommend MidwestModelStore.com enough—they’ve got everything from Falcon 7X to A350s.

Pricing: $40 and up

Aviation Merchandise

Ever thought about a phone case, T-shirt, or mouse pad customized with your home airport identifier or a sectional chart? Aeroswag has you covered. I’ve lost count of the hours I’ve spent browsing its custom gear. Gifts from here always get a great reaction for being personal and unique. Plus, they’ve got FLYING gear too. Check out its extensive collection.

Pricing: $10 and up

FLYING Magazine

Alright, a bit of a bias alert here since I had a hand in this. But honestly a FLYING Magazine subscription is an amazing gift for anyone who loves aviation. Each issue is like a little collectible, not just another magazine. If you love the idea of being thanked all year round, our holiday bundle is the way to go. It includes FLYING, Plane & Pilot, KITPLANES, and more. Plus, you snag a free T-shirt with each bundle. That was FLYING Media Group CEO Craig Fuller’s idea. Good thinking, Craig.

Bundle subscription (best value)

FLYING-only subscription

Flight Sim PC

If you’re into tech but don’t have the spare hours to build and spec out a gaming PC for Microsoft Flight Simulator, we’ve got you covered. We teamed up with DogHouse Systems to take the hassle out of the process. The result? A ready-to-go PC that’s tailor-made for your flight sim needs. It’s pretty much a plug-and-play deal—set it up and you’re ready to soar right from your home. Check it out here! 

Pricing: $4,995

Garmin D2 Mach 1 Pro Smartwatch

If you’ve listened to Justin Siems from the Pilot to Pilot podcast, you’ve probably heard him go on and on about this watch. It’s got a built-in red and white flashlight, incredible battery life, and all the features a pilot could need. I reluctantly admit, Siems is right. This watch has been one of my best flying purchases—it’s like having a flight bag on your wrist.

Pricing: $1,399.99

Bose A30 Aviation Headset

I was a die-hard A20 fan until Bose rolled out the A30. I caved when I saw the free speaker promo and, man, no regrets. The A30s are a solid step up. Now, when I have company in the cockpit, they get to use my old A20s—a definite upgrade from my first PPL headset.

Pricing: $1,299

Flight Outfitters Lift Bag

I’ve tried a ton of flight bags, but nothing beats the Lift Bag from Flight Outfitters. It’s the perfect size for all my gear and fits snugly in every plane I’ve flown. I even snagged another one as a gift for a pilot buddy. They’re seriously top notch.

Pricing: $89

Aircraft For Sale

Just for fun, have a look at this Cessna 150 and Cirrus SR22. They’re amazing deals. I’ve been debating the Cessna 150 myself; it’s an incredible find. I’ve been kind of gatekeeping it for myself, but the world needs to know about it. If you’re serious about these or other aircraft, FLYING Financial Group can assist. Chief commercial officer Preston Holland there is great help.

That’s all. Remember this  also can really just be a gift guide for the new stuff you buy for yourself. 

The post The Best Gifts for Pilots and Really Anyone Who Likes Aviation appeared first on FLYING Magazine.

It is Christmas Eve, 1957, and a young Royal Air Force officer stationed in Germany is granted leave at nearly the last minute, allowing him just enough time to fly home for the holiday.

The pilot straps into his de Havilland Vampire fighter, is cleared for takeoff and heads toward his home field, RAF Lakenheath. The night flight will take about an hour and he has plenty of fuel. 

The weather is overcast with fog but our protagonist is instrument-rated and current so all is well—until an electrical failure renders certain critical instruments useless and leaves the pilot unable to navigate to his destination without assistance.

From here The Shepherd, a classic short story from prolific English author Frederick Forsyth, grows increasingly riveting. It is a wonderful aviation tale that hits close to home for pilots, especially those who have had doubts regarding fuel, the weather, or their aircraft’s equipment during a long cross-country flight.

Forsyth, who brought us thrillers including The Day of the Jackal and The Odessa File, has a way with suspense, and The Shepherd draws you in and does not let go. For years, the Canadian Broadcasting Corp. has played a reading of the story on Christmas Eve. I stumbled upon this tradition a decade ago and have been hooked ever since.

You can listen to the CBC reading here. A screen adaptation by writer and director Iain Softley, starring John Travolta and Ben Radcliffe, begins streaming on Disney+ today. You can watch the trailer here. 

The post Aviation Thriller ‘The Shepherd’ Will Boost Any Pilot’s Holiday Runup appeared first on FLYING Magazine.

Have you started your holiday shopping yet? If you are looking for gifts for a pilot, mechanic, or aviation enthusiast, there’s so much out there to choose from that it is easy to get overwhelmed. We at FLYING braved the cyber crowds, visiting with as many pilot and aerospace supply companies as we could to find out what is “hot” this holiday season and queried mechanics, technicians, pilots, and enthusiasts as to what was on their wish list.

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.

Headset manufacturer Lightspeed Aviation announced Monday that it is bringing Heider Lazzarini on board as the company’s new president.

Lazzarini succeeds Lightspeed founder Allan Schrader, who will remain with the company as its CEO and chairman of the board of directors. According to Lightspeed, Lazzarini will be responsible for day-to-day operations while Schrader will focus on “developing adjacent market opportunities utilizing existing and evolving technologies.”

“I’m excited to turn over our ongoing business operations to Heider,” said Schrader. “Heider’s experience, combined with his passion and energy, provide the perfect accelerant for our expanding business opportunities.”

Lazzarini comes to Lightspeed from a position as vice president of marketing for Axiometrix Solutions brands Audio Precision, GRAS Sound and Vibration, and Imc Test & Measurement. The company noted that he brings two decades of executive experience in general management, marketing and product sales in consumer, commercial, industrial, and military/government sectors. Lazzarini holds a Master of Business Administration from the University of Oregon.

“With decades of being first to market with audio and now piloting safety solutions, I believe that Lightspeed has a tremendous opportunity to deliver new value for its customers and partners,” said Lazzarini. “I am very excited to be joining this seasoned team as the company continues to evolve its latest technology platform to enhance the flying experience for the aviation market worldwide.” 

• READ MORE:  Lightspeed Aviation Releases Delta Zulu

Lightspeed launched its first headset in 1996 at EAA AirVenture in Oshkosh, Wisconsin. In 2022, it unveiled its latest model, called Delta Zulu, which introduced features including a built-in carbon monoxide detector and app-controlled audio equalization system.

The post Lightspeed Aviation Names New President appeared first on FLYING Magazine.

The colorful boards start showing up on pilot’s shoulders around Thanksgiving, just like other holiday decorations.

“Christmas epaulets,” they’re called, because they replace the regular colored-stripe epaulets worn by airline pilots with alternating red and green.

The holiday drive raises funds for the Gary Sinise Foundation’s Snowball Express program and the Chetek-Weyerhauser Scholarship Foundation and honors former Northwest Airlines captain and U.S. Army veteran John Knutson. 

Knutson was a graduate of Chetek-Weyerhauser High School in northwest Wisconsin. He died from stomach cancer in 1997 at the age of 56, and his widow, Mary, launched the idea of creating the festive epaulets in his memory. 

Though at first all of the proceeds from the sale of the epaulets went to the Chetek fund, it was determined a couple of years ago that in honor of Knutson’s military service, the proceeds would be split  50-50 with the Snowball Express program. 

The Snowball Express is dedicated to aiding the surviving spouse or guardian and children (ages 5 to 13) of deceased military veterans through its 501(c)3 organization. Though the name ties its charitable efforts to the winter holiday season, its programming now runs year-round. But each December the foundation hosts a special event for roughly 1,750 children and spouses/guardians at Walt Disney World Resort in Orlando, Florida. American Airlines sponsors the event as well, providing a lift to those who need to travel by air to make the five-day experience.

How to Buy

Pilots (or those who wish to gift them to pilots) can purchase the epaulets through the Christmas Epaulets website. They come in traditional and Velcro-style attachments and in three- or four-stripe versions. There is also a flight attendant/flight engineer version with two stripes.

The epaulets cost $20 a pair, plus $5.50 shipping and handling for one to four pairs, $7 for five to 12 pairs, and free shipping for orders over 12. To ship internationally costs $15.

All told, more than $130,000 have been donated to date through the program. To keep up with demand, Mary Knutson no longer does all of the crafting of the epaulets but is joined by local Chetek friends Lois and Bob Hartman and the extended Knutson family.

For more information, email Tim Knutson at: info@christmasepaulets.com.

The post Christmas Epaulets Raise Funds for the Snowball Express, Other Charities appeared first on FLYING Magazine.