David Clark has been a staple in aviation headsets since 1974, known for its rugged reliability, iconic green earcups and exceptional customer support from its Worcester, Massachusetts, headquarters.
Its newest iteration, the JET-X, continues that legacy with a lightweight, no-frills design tailored for pilots flying in quieter environments and specifically, transport jets. With no Bluetooth or advanced features, it’s clear David Clark wanted to prioritize reliability over the bells and whistles with this headset.
To see how the $685 set compares to other models that have worked well in transport jet cockpit environments (the Telex Airman and Bose ProFlight 2 are two examples), I packed the JET-X in my work flight bag and plugged it into a handful of Boeing 737 jets.
Design and comfort
The 4.5-ounce, FAA TSO’d JET-X has a supra-aural (rest-on-ear) design with a flexible polymer (plastic) frame that feels more durable than it looks. The headband adjusts easily for a secure fit, and the boom mic rotates over 180 degrees for left- or right-side use simply by flipping the headset.
Unlike older David Clark models that had torturous clamping pressure, the JET-X is so comfortable I often forgot I was wearing it—just the way a supra-aural should be.
The audio cord is slim and the utilitarian control module is lightweight and compact, leaving no tugging or pulling feeling on the cables. The exceptionally soft leatherette ear seals, and what David Clark calls an Outlast-lined headband, are designed to reduce heat buildup and pressure—and after four days of testing in a busy work environment, I can confirm they live up to that promise.
rechargeables.
Features
There aren’t many. David Clark took a basic design approach with the JET-X. Call it no-frills because there’s no Bluetooth, no volume controls and no ANR levels to toggle—just straightforward functionality. This working-pilot design might cater to flight crews, but for the price point (and proven usefulness of having Bluetooth for phone calls), it should be included.
The headset’s ANR is powered by a single AA battery, and the control module is small and intuitive. It has a power button, a status light and a USB-C port for charging—useful if you prefer a rechargeable battery. A mounting clip secures the module nearly anywhere in the flight deck, while also making it easy to manage cable length.
The battery life is rated at 50 hours. I logged nearly 25 hours on one battery, and the status light was still blinking green. The auto-shutoff feature is also well-designed: Five minutes after the headset is disconnected from the audio panel, the ANR shuts off automatically, helping to extend battery life.
Like other X-series models, the JET-X uses David Clark’s ENC (Electronic Noise Cancellation), which works by capturing incoming sound via a microphone in the earcup, then inverting and amplifying it to create an anti-noise signal. In theory, it’s effective—but in practice, it depends heavily on the noise environment.
Flight Test
I evaluated the JET-X over a four-day trip flying several Boeing 737 variants including the -800, -900, MAX 8 and MAX 9. For context, the MAX series generally offers a quieter ride, with the -900/MAX 9 being less noisy than the -800/MAX 8. I just happened to get lucky enough to fly them all in my eval of the headset and found that there was no notable difference in the headset performance among these aircraft models.
Currently, I typically fly with either a Bose ProFlight Series 2 or a Clarity Aloft headset, both paired with custom ear molds for a personalized fit. With growing awareness around flight deck noise and the risks of hearing loss, I prioritize headsets that are lightweight, exceptionally comfortable—almost to the point of forgetting I’m wearing them—and effective at reducing noise exposure.
On the first leg, I found myself wishing I had packed a backup headset. Ground ops were fine, with crisp audio and no controller complaints about my transmissions—just as David Clark promised. Takeoff is arguably the loudest phase of flight inside a jet, with tires spinning to high speeds, engines roaring at their max and every little rattle being exemplified. As soon as the takeoff roll began, the ANR began to “rumble,” which means it’s struggling to keep up with noise reduction. Once the gear retracted and we settled into the climb, the noise eased up and the ANR functionality stabilized, but it was still loud enough to be uncomfortable.
Does this make it unsafe? No. But in today’s flight deck, hearing protection is more than a luxury—it’s a long-term investment. Many of us, myself included, are increasingly aware of the cumulative toll flight deck noise takes over the years. Prioritizing hearing protection is a necessity—even if it means compromising a bit on comfort.
Still, I didn’t want to write off the JET-X after one flight. It also got me thinking back to my Airbus 320 days, where the ship headset was a passive Telex Airman model and the noise issue seemed to be exactly the same. So, I reached for a pair of foam earplugs, adjusted the volume and flew the rest of the trip that way. With earplugs in, the experience improved considerably. The headset was still comfortable, and the combination helped tame the flight deck noise to a manageable level.
To be fair, when we told David Clark we’d be trying the set in late-model B737s, they warned that the set might struggle. We’ll report on some experiences in full-sized business jets in our next issue.
So does the ANR work? Technically, yes—you can clearly hear it engage when switching on the power. However, its effectiveness noticeably drops during the noisiest phases of flight—takeoff and landing. As Clark alluded, this may be a limitation specific to certain aircraft types, such as the B737 and A320. While I didn’t test this headset on the A320 during this review, I flew the aircraft for over 2500 hours and ultimately stopped using the standard Telex Airman headset for similar reasons, opting instead for the Clarity Aloft to better manage flight deck noise.
Bottom line
After four days and 22 additional hours in my logbook, would I spend $685 of my hard-earned cash on the JET-X? As long I keep flying 737s regularly, the answer is no. David Clark nailed the simplicity, comfort and durability. But without more robust noise cancellation, it’s not enough protection for the narrow-body flight deck.
That said, this headset may be a better fit for quieter, wide-body aircraft like the Airbus A330/A350 or Boeing 777/787. And our advice as it is with any headset is to just try it before you buy it for good. With a standard 30-day return policy, the JET-X is worth trying if you fly one of those airframes.
Applications aside, the David Clark JET-X is a well-built, comfortable headset with an appealingly simple design. It’s a solid option for quieter flight decks, but in our evaluation it fell short in the high-noise environment of a narrow-body jet. For pilots prioritizing hearing protection in high-decibel flight decks, there are more capable headsets available in this price range.
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