As the Gulfstream G650 descended on the ILS Runway 6 glidepath towards Teterboro Airport, we could see MetLife stadium next to the TORBY waypoint. Because we had been cleared for the ILS 6, circle to Runway 1 approach, we knew the drill: cross DANDY at 1,500 feet, descend to 1,300 feet and turn right after TORBY, keep an eye on the radio towers, hang a left around the stadium, then continue descending while lining up with Runway 1. The goal is to roll out at the proper altitude and speed so the approach would be stabilized. And all this while the winds were blowing at 18 gusting to 30 knots from the northwest, conditions that make this approach the go-to, provided the weather isn’t below IFR minimums.

With a smoothness that seemed unusual in such a large airplane and at bank angles never higher than 20 degrees, the G650 adroitly pirouetted around the stadium in a constant yet gentle descent, then smoothly straightened out. The result: a perfectly executed visual approach that lined us up on the PAPI glidepath and brought us neatly to 200 feet at no more than Vref+10, where I punched the autopilot off and, at 50 feet, pulled the power back and landed comfortably near the aiming point with plenty of runway left to come to a smooth stop. We weren’t in an airplane but were flying a series of FMS-guided visual approaches in FlightSafety International’s G650 level-D simulator at the Long Beach, California learning center.

Shortly after I arrived in Los Angeles in January for Heli-Expo 2020, news flashed that Kobe Bryant was among the fatalities in a helicopter crash 50 miles away from the Anaheim Convention Center where the show was being held. In the trade show’s opening keynote, FAA Administrator Stephen Dickson prefaced his prepared remarks by telling attendees, “Whatever the investigations ultimately determine, all of us in this room know that all too often helicopter accidents turn out to have been preventable.”

The same is true of fixed-wing accidents, and business aviation consumers must take an active role in understanding and mitigating the risks well before heading to the airport for a flight. That’s especially important in preventing plan-continuation bias—colloquially known in aviation as “get-there-itis”—from metastasizing into an accident.

For the past eight years, Garmin has secretly been working on a fascinating new capability, an autoland function that can rescue an airplane with an incapacitated pilot or save a pilot when weather conditions present no other safe option. Autoland should soon receive its first FAA approval, with certification expected shortly in the Piper M600, followed by the Cirrus Vision Jet.

The Garmin Autoland system is part of Garmin’s Autonomi family of automation products, which includes Electronic Stability and Protection and Emergency Descent Mode. The Autoland system is designed to safely fly an airplane from cruising altitude to a suitable runway, then land the airplane, apply brakes, and stop the engine. Autoland can even switch on anti-/deicing systems if necessary.

Prestwick, Scotland is widely recognized as the birthplace of golf. The town on the southwest coast of the country is home to several world-class courses, one of which—Royal Troon—will once again play host to one of the sport’s marquee events, the British Open Championship this month.

For Prestwick Aviation Services, the airport-operated FBO at Glasgow Prestwick Airport (EGPK), this will mean a surge in private aviation traffic as the tournament’s host airport. “Golf is a very important driver for business at Prestwick,” said Kris Baillie, the airport’s business development manager for general aviation and military. “We see a lot of business aviation year-round.”

Professional pilots are highly trained in the many technical aspects of flight. This includes manual handling skills, the effective use of automation, and a heavy dose of academics on topics such as aircraft systems, navigation, aerodynamics, and performance, as well as weather. In addition, over the past few decades “soft” skills have been introduced to include crew resource management and threat and error management.

One topic that isn’t taught in the “schoolhouse” is how to communicate with your boss; in business aviation this may be a senior manager, a C-level executive, or a high-net-worth individual. Whether you’re a flight department manager or pilot, it’s likely that you’ll have to interact with your boss (or even their boss) many times throughout your career.

Dutch regional aircraft developer Maeve is collaborating with Pratt & Whitney Canada on the design of its 1,200-nm M80 hybrid-electric 80-seater regional aircraft, the partners said Wednesday.

“As a clean sheet design, the performance and efficiency of the Maeve M80 will be a game changer for the regional aviation market, combining advanced aerodynamics and a disruptive propulsion technology,” said Maeve chief technology officer Martin Nuesseler. “Working together with Pratt & Whitney Canada at this stage of the program will enable us to validate and optimize the design of the aircraft and hybrid-electric propulsion system.”

Just as Israel’s first prime minister, David Ben-Gurion, had in mind when he established what was to become the defense technology group Rafael, the fruits of the company’s innovation protect the country in real-time as its conflict with Hamas and Hezbollah forces continues.

As critical as Rafael's contribution to Israel’s defense may be, Rafael CEO Yoav Tourgeman, who took office in December, recognizes that his team needs to keep their eyes on the future too.

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