Review – Lightspeed Solo SSc Headset

Lightspeed Solo SSc

A few months ago I purchased my first headset. Previously I had been borrowing a friend’s set of David Clarks. After countless hours of searching online for information and reviews I decided to go with Lightspeed Solo SSc. The specifications are as follows:

The QFR SOLO SSc has noise reduction rating (NRR) 25dB. Adjustable gain pre-amp allows for field ‘balancing’ of mic sensitivities. Includes cell phone interface, Confor-Foam ear seals and soft plush headpad, dual volume controls and stereo/mono selection switch. Features an electret microphone with windscreen. Weighs 14 oz., three year warranty. Imported. (From Sporty’s)

The headset arrived in a white box. Inside it was a headset bag, cell phone cable, and user guide. The first thing I noticed was how light they felt. Comparing them to the older set I was borrowing they were noticeably lighter. The build quality did seem a bit flimsier then the DCs but that is expected when you purchase something for half of the price. The cord is nice and long and not coiled/springy so it does not tangle as easily. There are two volume controls and a switch to select stereo or mono.

The ear cups are easy to adjust up and down and conform to your head. I noticed on my first few flights that the clamping force on my head was a bit too strong but that eventually got better. The microphone is very flexible and easy to move into position. One problem with the unit is the location of the headset cord. It comes directly out of the bottom of one of the ear cups. For me not being that tall (5’7″) I found it pokes me in the shoulder when I try to swivel my head around. While it isn’t that bad it is worse with the addition of jackets and winter clothes, still I can live with it. I had my friend who is a bit taller try them on and he doe not have any issues at all with shoulder clearance.

Solo Cross Country – Sullivan County

Caldwell CDW to Sullivan County MSV via Huguenot VOR

You mean I can actually go places with this plane by myself? The other day I did my first solo cross country. It was incredible, I would definitely put it right up there with my first solo. There is just something different about leaving the pattern and heading to somewhere far away (well 54mi). I did it in a Cessna 172SP which was equipped with a KLN-94 GPS. I programmed my destination into the unit but then shut the screen off so I can rely on the VOR navigation. After taking off from Caldwell I tried to raise NY on the radio for flight following. However I could not get them. At first I thought something was wrong with my com but after tuning in the ATIS for Caldwell I was confident my systems were functioning properly. So I ended up flying there without flight following. It was a perfectly clear day so I just made sure to be extra vigilant about scanning for traffic.

Enroute Charts at SkyVector.com

I didn’t even see any other planes along my entire route there. I did have a bit of trouble tracking the VOR on the way to Huguenot but eventually locked it in. The winds aloft were also stronger then forecasted. I was only making 89kts for ground speed. I began my descent to Sullivan when I was about 10-12mi out, I also made the first call in on CTAF at that point. The AWOS radio told me surface winds were [email protected] so I chose runway 33 for the landing. I made the approach for a downwind entry but ended up making it very short leg so I was almost immediately turning on base. Of course I was making frequent calls with my position through out the entire time in. Once I was on final I determined I was a bit high so I chopped the throttle and let it sink. This runway has a 4 light PAPI so determining my glide height was pretty simple. The landing was smooth and short. I made the first turn off but that isn’t saying much because it was quite far up, the runway is large at 6300×150.

Dual Cross Country – Waterbury

Today my instructor and I flew a cross country to Waterbury Oxford OXC via Carmel VOR CMK. The weather cooperated beautifully.Winds aloft were about 15-20kts from the west. I wrote up my flight plan and began writing the times down as we took off.

After departing Caldwell we requested permission to change frequency and contacted NY approach. We then asked for flight following to Waterbury at 3,500ft. We then tracked Carmel VOR to then from to get to the field. Waterbury airport is in a seemingly quite area with some large homes surrounding it. When we were 10mi out we contacted the tower and were given a Left downwind to runway 18. Given our approach from the west we requested a Right downwind for 18 and were granted. The landing was pretty good. The final approach was a bit high but I corrected for it and came down for a fairly common non-eventful landing.

Enroute Charts at SkyVector.com

4097052258_b5803014db_o

We taxied back and departed to the west to head back to Caldwell at 4,500. Or at least that is what I thought, my instructor had other things planned. After crossing the Hudson he instructed me to maintain a north west heading. This took us over the higher terrain of Harriman Park area. It was the first time I noticed turbulence from the drafts over the mountains. He then instructed me to find and land at Warwick Airport N72. I had been to an EAA fly in at this airport before so I was familiar with the layout. After some searching I found the pond that is right next to it. The problem with that pond is that the runway runs directly into it. Compared to Caldwell this runway is tiny, 2100’x28′ with a water hazard immediately at the end of the threshold. So with some coaching from my instructor we made a nice short field landing. We had to back taxi on the runway and immediately departed back to Caldwell. It was a great day for flying and I was happy with my performance overall.

4097052040_db563d1746_o

Enroute Charts at SkyVector.com