Some interesting events….

Garmin – recorded successful use of their autoland system recently. Originally reported as a pilot incapacitation resulting in landing at Rocky Mountain Metropolitan Airport (BJC). Buffalo River Aviation, who own the Beech Super King Air involved, quickly issued a statement to clear up what happened.

At the time of the incident, there were 2 pilots on board and no passengers. Climbing to FL230, the aircraft suffered a rapid and uncommanded loss of pressurisation. The pilots put on their oxygen masks in line with the company’s Standard Operating Procedure (SOP). The Emergency Descent Mode (EDM) automatically activated and the pilots allowed the system to take over. The confusion about incapacitation generated by a synthetic message broadcast during the emergency. On landing, medical personnel checked the pilots, who did not require treatment. An investigation by the FAA has now started.

So, how does the system work? Once triggered, the system sets itself up to land on a chosen runway. A computer-generated voice transmits on frequency, declaring an emergency and advising of its intentions. ATC worked with other aircraft in the area to clear a path for N479BR. It landed successfully, coming to a stop shortly after. Garmin confirmed this is the first time that the Autoland feature used to guide a troubled aircraft to safety. The system can be activated manually or automatically. It may detect lack of input or works out the pilot is incapacitated, then takes full control of the aircraft after a set period of time. Managing everything from surface inputs, throttle control, navigation, automated ATC communication. It will even brake and shut down engines once it stops on the ground.

The aircraft first levels itself, determines safe speeds and altitudes, whilst computing the best arrival airport to meets its specifications. Considering variables such as weather, terrain, runway length, fuel on board, available approach options. Once confirmed, it will squawk the general emergency code 7700 and broadcasts an automated voice alerting relevant air traffic stations and briefing them. Now, there is nothing ATC can really do other than move other aircraft out of the way, to make the approach as easy as possible. Once lined up for approach, the autolanding is performed and relevant braking applied. The system will even shut down the engines to ensure a safe environment for emergency services.

A replay is available on FlightAware, 22 December 2025.

In other news –

Emirates – ever listened to ground ATC transmissions and wondered how pilots know where they’re going? Well, a recent incident at JFK drew attention to the communication challenges at one of the world’s busiest airports.

Whilst watching YouTube channel Planes & Friends on 9 December, I witnessed the tense exchange between the A380 pilots and controllers. The breakdown in clarity caused escalating frustration on both sides.

After receiving initial taxi instructions, the A380 crew advised their gate was occupied. Revised instructions then issued by controller directing the aircraft to turn right on taxiway A and hold short of D. Shortly after, whilst the aircraft was crossing an active runway, the instructions changed again. The controller telling the crew to continue straight ahead on taxiway A instead and not to stop due to traffic behind it. Unsure about the routing change, the pilots slowed the aircraft and requested clarification. Despite the confusion, they were instructed to expedite their taxi. Then the crew did not immediately switch to ground frequency as requested, prompting another reminder from the tower controller. The pilot told the controller the instructions had not been clear and that expediting under those circumstances was not appropriate. He then asked the controller to be more professional and clearer in future. The controller challenged the criticism. The pilot responded that all 4 present, including a native English speaker, found the instructions confusing. Rather than prolong the exchange, the Emirates crew decided to end the discussion by switching frequencies. Even then, the ground controller appeared to re-open the issue.

The problem illustrates how rapidly misunderstandings can escalate in high workload environments. The controller’s intention was to keep traffic moving by routing it around the airport. Something very common at JFK. A lack of context and timing of instruction changes contributed to the pilot confusion. Aviation observers have noted that whilst JFK controllers are known for being direct, this situation highlights the importance of clarity and de-escalation. For flight crews unfamiliar with an airport or not expecting long continuous taxi routings, brief explanations can significantly reduce uncertainty and risk. The exchange sparked a discussion about professionalism, workload management and the shared responsibility to maintain calm communication during ground operations.

And finally –

EasyJet – it was bound to happen! That story has reappeared on a YouTube Madeira channel. The one about easyJet’s LIS based pilots refusing to return if they’ve had a challenging landing or had to execute go-around(s) due to the weather conditions. The story teller has changed it to say those pilots no long speak to their Base Captain after “he sends them there” and their families “tell them not to go”. Have shared this story with a number of pilots (current and retired) who either laughed or said “no, never”. I have another description for it…

Information courtesy of Gate Checked, Airguide, FlightAware

Images courtesy of AvioRadar, YouTube

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