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Best Headsets for Your Money in 2021

Well well well, the article we've all been waiting for: how to buy a decent headset without breaking the bank!

Future tip, everything in aviation breaks the bank. Run away while you still can ;)

1) Bose QC35 & NFlight Mic

Looking for some Bose A20's without the price tag? Well, here you go. These headphones are very similar. By buying the Bose QC35 ii and the NFlight Nomad Aviation Microphone, you get the benefit of having normal headphones that double as a headset for about $500, half the price of the A20's! With this, you get noise-cancelling and professional microphone quality. And don't worry, if the headphones die, the microphone still works so you're not left with dead comms. But here's the downside:

  1. this headset is not TSO'd for those who are required to have it for work
  2. the microphone disables Bluetooth when plugged in

HOWEVER, both of these are fixable. You can make this TSO'd by purchasing the NFlight Nomad with David Clark Microphone instead for a higher price than the regular Nomad Pro. Any purchases through NFlight Mic are refundable within 30 days and have a lifetime warranty in which the company will replace the mic attachment, even if the damage is due to abuse. You can also get your Bluetooth back by buying a 3rd piece that costs less than $8. Because the mic disables Bluetooth when plugged in, the Apple Headphone Jack Adapter can plug into the mic box then into your phone and now you get music back in flight!

While the Bose headphones and NFlight Mic have the most popular reviews, you don't have to use these exact brands. A similar company called UFly Mike makes these microphone attachments and also has quality customer service. These microphones are approved to work on any headphones that have a 2.5mm auxiliary audio output. A technical specification says they "can also be easily converted to be compatible with headsets with 3.5mm auxiliary audio inputs with the use of a 2.5mm-to-3.5mm adapter. Popular headsets with a 2.5mm-to-3.5mm adapter:  Sony 1000XM2 and 1000XM3" so you have a range of options depending on what you may already own!

2) David Clark H10-13.4

Okay, first and foremost you can never go wrong with David Clark. The DC H10-13.4 model is your basic and best flight training headset, I won't be convinced otherwise. If you're on the hunt for a headset that will:

  • last forever
  • is comfortable to wear for hours
  • has a good cable length
  • has a foam cushion for the top of your head
  • come from a company with great customer service
  • offers excellent sound quality

then this is the headset for you. Given this does not offer Bluetooth or noise-cancelling, but now you don't have to worry about replacing batteries. Almost no maintenance is ever needed (although I'd recommend cleaning the earpads after a sweaty flight for hygiene purposes). Every time you're ready to fly, just grab this and go. The link attached for this one (in the above paragraph) includes a headset bag which is a must-have. It has different zippers to hold your medical, certificates, photo ID, and whatever else you need. 

For flight training students needing a headset that is cheap but won't break every 6 months, I recommend this every time. In fact, almost all of my students have purchased this exact model and love it. 

3) FARO Stealth Audio Link

Disclaimer: this one isn't a full-on headset. This is a product advertised by Sporty's that can convert any headset -- any brand, passive or active noise reduction -- to a Bluetooth headset. While I've used David Clark's and the NFlight mic conversion, I haven't had the ability to try this out. It's on the to-do list to order and review soon! 

So far the FARO Stealth Audio Link has 4 out of 5 stars with multiple reviews. The downside it seems is the cables can be kind of bulky and it needs improvement on the squelch transmission. But overall you get Bluetooth capability on older headsets that didn't have it installed and it pairs easily with your phone. 

4) FARO Stealth 2 Passive Headset

Last but not least! I had a student send this to me recently and decided to look into it because I was intrigued. This is a basic headset that offers good sound quality but also Bluetooth for less than $250. The FARO Stealth 2 Passive Headset offered through Sporty's is kind of new to the market.

Tested by multiple CFI's (even during covid having to wear a mask), feedback said the Bluetooth sound quality is great and the mic picks up sound easily. What this headset lacks is noise-canceling, which if you're flying GA then do you really need it? Not all small planes are super loud and it's good to be able to hear the engine the entire flight so you can detect if it's trying to tell you something is wrong. This headset may be best for pilots building time and doing longer flying days who aren't looking to spend a lot of money. 

Looking for any other Pilot Supplies? Click on that link and check out our directory of tons of pilot supplies ranging from "A Cut Above" uniforms to aviator sunglasses and, of course, headsets!

Best of luck in your search for a new headset! Questions about any of these or have a headset you'd like to see added to this post? Comment below. 

Part 91 vs Part 135: What Are the Biggest Differences?

Let's talk Part 91 vs Part 135. These are two completely different worlds, like day and night.

Part 135 is highly structured and very similar to the 121 airline world, versus part 91 where things aren't as structured but you have less privileges. Let's dig into some of the biggest differences.

1) Ownership Operations

As an aircraft owner you absolutely cannot charter out your plane to people for the purpose of making money. If you buy a plane and want to make money off of this to use as an investment, then it should be used for the purpose of flight instruction. Can your friend fly it on a trip and pay you all expenses plus $600 so you have something to pocket? NO.

But what if they pay you in cash? I include this because as a CFI I get lots of questions about loopholes to regs. Paying cash isn't a loophole, it's still illegal. Whenever you encounter situations like this and think it may or may not be illegal, think of it like this: what if the aircraft crashes or has an incident and the FAA begins asking questions? will you be able to confidently explain everything about the flight to them and not have anything to worry about? If the answer is no, don't agree to the flight until you consult someone highly knowledgable in the regs and are 100% confident the situation you are faced with is legal.

-Remember that you can submit questions about regulations to the FAA and they will write back. It will take weeks to months but is a highly resourceful tool.

If you're looking into try to offset costs/generate revenue from your aircraft look into putting it on a 135 certificate! There are several different types of certifices you can apply for through this FAA 135 General Information Link. Also read Starting a 135 Operation by the NBAA to help guide you through this too. 

2) Flight Operations

This list goes on and on for this subpart in the FAR/AIM but I'll highlight a few. 

-Oxygen Requirements

In Part 91.211 for an unpressurized aircraft, like a Piper Saratoga for example, pilots are not required to wear oxygen until passing 12,500 feet MSL. From 12,500 ft - 14,000 ft if there longer than 30 minutes than a mask is required, or any altitude past 14,000 a mask must be worn at all times. 

With 14 CFR 135.89 the 30 minute duration period is brought down to 10,000 ft - 12,000 ft and now must be worn continuously past 12,000 ft rather than 14,000 ft. Therefore, the regulations are more strict in Part 135. But remember that 135 is given more priviliges including generating revenue, so it makes sense!

The requirements for a pressurized aircraft are more strict in 135 versus 91 as well. 

3) IFR Takeoff, Approach & Landing Minimums

As an instrument pilot, these are VERY important to know. Your minimums are going to come from 14 CFR 91.175 and 14 CFR 135.225. These are linked because there is a lot to these regulations to know that need to be read from the primary source itself. 

-What are standard takeoff minimums? The quick and easy answer for 135/121 operations is 1 statute mile visibility for one or two engines, or 1/2 mile for three or more engines. 

-Are there takeoff minimums for part 91? A quick answer again for this....no. You can legally takeoff zero/zero unless you've been assigned and accepted a SID. But a smart pilot won't do this, so read further into your regs.

Note that when it comes to minimums, visibility is always prevailing. When I break out of a low ceiling, can I see a deer crossing the runway? Yes. Because I can see now! What if visibility is poor? Maybe not. You don't just "break out" of visibility like you break out of clouds. 

Approach minimums: You may not begin an instrument approach unless the airport has an approved weather facility AND the latest weather is above minimums. A loophole to this is eligible on-demand can begin the approach without an approved weather facility if the alternate has one and have an approved altimeter setting. If you are shooting the approach and weather deteorates below minimums, you can only continue under certain circumstances such as if you're beyond the final approach fix. Otherwise, you have to go around. 

These 3 bullet points are just 3 key differences between the Part 91 and Part 135 world. There's various other regulations that should be thoroughly looked over as well if you're transitioning from one operation to the other in order to not only stay legal but remain proficient.

Questions or comments? Confused by any of the regs in either of these parts that you'd like broken down? Write to us below! We always enjoy feedback from readers. 

Cheers to 2021 and Happy New Year from everyone at Globalair.com!

3 Planes to Add to Your Christmas List

1) Cessna 182 on Floats

Seaplane ratings are one of the least sought after ratings by pilots. They're usually not needed to pursue most professional careers, so if people don't need to spend money on them, they just don't!

They're most popular in places like Florida and Alaska where the landscape is better suited for the aircraft type.

Some of the most fun planes to fly on the water are a Cessna 182 or a Piper Super Cub on Floats.

Even cooler is the Icon, specifically the A5 model. There are lots of different planes that are fun to fly on the water, but my favorite has to be the Piper Super Cub of these 3 listed.  

2) Cirrus SR22

I'm quoting one of my country coworkers when I say this (so read it in a southern accent): the SR22 is the 'cat's meow' of general aviation. It truly cannot get any better than this. Cirrus set out to design something highly aerodynamic that, while even being a high weight, has a long glide range and fast TAS. 

Cirrus are high-quality aircraft. Usually, they come with a hefty price tag, but they're worth every penny. 

Butterfly doors, a certified parachute, and spring-loaded controls as its own rudder gust lock system give it unique qualities. But the best thing is it's just an easy plane to fly. While being a sleek plane, the checklists are still simple and operating procedures are easy to understand -- there's nothing in the systems that's entirely different from something like a C172. You might have to learn FADEC or adjust to flying a constant-speed prop without having a manifold pressure lever, but most pilots get the hang of things in 2-3 flights. 

3) Diamond DA 62

Well, do I need to say anything after you look at this picture? The DA 62 is without a doubt my favorite multi-engine general aviation type aircraft. 

This is like the SR22: easy to fly, has great maneuverability, and is again the "cat's meow" of flying! While the cirrus is easily a favorite single-engine piston type plane, this is the gold medalist of the multi-engine world (outside of turbojets). For those shopping for a plane that has good economic fuel burn but also has good speed to make it to different destinations across the states within a day: THIS.IS.IT.

I can't say it enough, you don't want to miss out on flying this plane! A single flight in these makes a multi-engine ticket worth it.

Any other ideas on planes to ask Santa for this year? There are always lots of fun aircraft to fly that are easily forgotten or not flown as much but are still such a blast. 

Stay tuned and let us know what you guys get for Christmas! It's always fun to see what pilots around the world get as gifts; unique people make for unique presents.

Dealing with Frustration in the Cockpit

We've all been there:

In the cockpit, workload gets kind of high or we don't complete a task to our own personal standards, frustration starts setting in...next thing you know you realize you (or the person you're flying with) has become frustrated. Let's talk about the different signs this is occurring and how to combat it to not only have a safe but enjoyable flight. 

Pictured above is a Citation II

I want to make this an important topic because frustration is a real thing when flying, and it's not considered a hazardous attitude by the FAA yet most definitely exists. 

Whether I'm acting as an SIC for the corporate work I do or instructing in a C172, I see the same signs setting in every time. First, the grip on the controls starts getting tighter. The throttle(s) are held tighter and the controls are gripped more strongly.

Next, the scan of the cockpit and outside the windshield (if VFR) slows. The gaze starts to become fixated on certain things, and sometimes things that don't really matter. And of course, the mindset becomes fixated too. You're not thinking as logically and clearly like you usually do, it's almost as if you're in a haze and your ability to fly is decreasing.

Being in this state of mind may not necessarily kill you, but it will put you behind the plane every time. You might now forget to get ATIS and load the arrival in for your descent, enter the traffic pattern incorrectly, or forget to bring your gear up after takeoff...there's a lot of things that can happen that will slip out of your grip. 

The best way to combat this? Recognize it as soon as it's happening and correct it.

Just like all 5 hazardous attitudes have an antitdote, I've came up for one on this too. First off, admit that you're frustrated to yourself.  Look down and notice your tightened grip then look inside the rest of the cockpit and make sure everything looks as it should. Are your engine instruments indicating normal? What's your altitude? Why are you at that altitude? Did you mean to be at that altitude?

Ask yourself these kinds of questions! I call it intentional flying: everything you're currently doing you are doing it with a purpose and not letting the aircraft fly itself. This previous frustration is now going to lead to you getting flustered when you realize you're doing something wrong and now must correct it. BUT DON'T LET YOURSELF GET FLUSTERED EITHER. Fix the problem. Make yourself take a step back and take in everything, breathe, relax that death grip on the controls, and diagnose what is going on and how best to handle it. 

The second you panic, get mad, give up, or act without thinking is the second that now you might be in REAL trouble. So don't let yourself get that far! So again...remember to RELAX and then just fly how you were taught to. 

Thanks for reading. Any questions or comments? Leave them below!

FAA’s Intentional Falsification Settlement Policy: Not Much Of An Offer.

As you might imagine, the FAA has a dim view of intentional falsification cases.  These situations arise when the FAA believes that a certificate holder (whether airman, mechanic, air carrier, repair station etc.) has intentionally falsified a required record.  They range from airmen who have failed to disclose information on their applications for medical certificate to mechanics who have either omitted information or included incorrect information in aircraft maintenance records.

According to the FAA’s Compliance and Enforcement Program, a certificate holder who intentionally falsifies a record lacks the qualifications to hold any certificate.  As a result, FAA’s sanction in these cases is revocation of all certificates, usually by emergency order.  And after revocation, the certificate holder is generally prohibited from re-applying for new certificates for one year following the effective date of the order of revocation.

However, before the FAA issues a revocation order, it conducts an investigation in which it gathers evidence, sends out a letter of investigation, reviews any response, and analyzes all of the evidence to support its case.  This process can take a period of time.  But the certificate holder retains all certificates up until the revocation order is issued.

The New Policy

In the case where an airman has allegedly falsified his or her application for medical certificate in violation of 14 CFR 67.403(a)(1)-(4), the FAA recently announced a new “prompt settlement policy.”  According to the FAA, the new policy will afford an airman “the opportunity to apply for any airman and ground instructor certificate sooner than had the case proceeded in the absence of the policy.”

Under the new policy, the airman would still have to wait one year, but that would happen “sooner than under the current process because much of the investigation and evaluation processes would be abbreviated or eliminated.”  The policy provides the airman with an opportunity to resolve the alleged violation with a settlement agreement in which the airman (1) accepts an order revoking all of the airman’s certificates; (2) immediately surrenders all of his or her certificate; and (3) waives all of his or her appeal rights.

The FAA believes this policy will provide predictability for airmen as to when the revocation order is issued, and accordingly, when the airman would again be able apply for a new certificate.  It is also supposed to “promote better resource allocation.”

Who Is Eligible For This Policy?

The policy would be available to an airman who the FAA believes has violated 14 CFR 67.403(a)(1)-(4).  However, the policy will not be available to an airman if (1) the FAA believes the airman may lack qualification to hold his or her certificate(s) (other than because the airman allegedly violated 14 CFR 67.403(a)(1) through (4)); or (2) he or she has a prior violation of 14 CFR 67.403(a)(1) through (4).

How Does It Work?

When the FAA sends a letter of investigation (“LOI”) to an airman for alleged intentional falsification, the LOI will advise the airman that he or she may request consideration for a prompt settlement of the legal enforcement action.  If the FAA determines the airman is eligible, an FAA attorney will send the airman a settlement agreement with the following terms:

  1. The settlement agreement must be executed by the parties within ten days after the FAA sends the agreement to the airman;

  2. The FAA will issue an emergency order revoking all airman, ground instructor, and unexpired medical certificates the airman holds immediately upon receiving the fully executed settlement  agreement;

  3. The order of revocation will (a) require the immediate surrender of all airman, ground instructor, and unexpired medical certificates the individual holds to enforcement counsel; (b) notify the airman that the failure to immediately surrender these certificates could subject the airman to further legal enforcement action, including a civil penalty; and (c) inform the airman that the FAA will not accept an application for any new airman or ground instructor certificate for a period of one year from the date of the issuance of the order of revocation;

  4. The airman will waive all appeal rights from the order of revocation;

  5. The airman acknowledges that the agreement only concerns the legal enforcement action brought by the FAA and does not affect any actions that might be brought by State or other Federal agencies (whether civil or criminal), and that the agreement does not prevent the FAA from providing information about this matter to State or other Federal agencies;

  6. The parties will agree to bear their own costs and attorney fees, if any, in connection with the matter;

  7. The airman will agree to not initiate any litigation before seeking any costs, damages, or attorney fees, including applications under the Equal Access to Justice Act, incurred as a result of the legal enforcement action; and

  8. The airman will agree to waive any and all causes of action against the FAA and its current and/or former officials and employees relating to the legal enforcement action.

Is The Policy A Good Deal For An Airman?

From my perspective, this policy provides little real benefit to an airman, other than an airman who simply wants to roll over on his or her sword and start the clock ticking on his or her punishment.  Here are some of the problems I have with the policy:

  • An airman gives up all of his or her rights to have the FAA prove its case. The FAA has the burden of proof in these cases.  If the case involves factual issues as to whether the airman intentionally falsified rather than simply made a false statement, forcing the FAA to prove its case could be the difference between revocation of all certificates for intentional falsification versus revocation of just the airman’s medical certificate for making a false statement.

  • The policy does not protect the airman from criminal prosecution. An airman who the FAA believes committed intentional falsification could still be referred out to local or federal authorities for prosecution.  And the order of revocation and the facts upon which it was based would make it very easy for the prosecution to prove its case.  And since the FAA has, in fact, referred these cases out for prosecution, this is not a risk to be taken lightly.

  • The airman gives up his or her right to negotiate a reduction in the one-year prohibition on reapplication. If an airman appeals an order of revocation alleging intentional falsification, it is not uncommon for the FAA to agree to a 10 month, or in unusual circumstances a 9 month, prohibition in order avoid having to litigate its case against the airman before an NTSB administrative law judge.

  • The airman must surrender his or her certificates immediately. In the absence of surrender, the airman could have retained his or her certificates while the FAA completes its investigation and until it issues the revocation order.  This could be several months when the airman could continue to exercise the privileges of his or her certificates.

Conclusion

If you find yourself facing an allegation of intentional falsification, you know you made a mistake, and you just want to put the matter behind you, then the new policy may be worth considering.  However, you should also consider what you will give up.  In most situations it will likely make more sense to work through the enforcement process to obtain a more favorable resolution.

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