Safe Flight Instrument Corp.’s (Booth No. 2239) AutoPower autothrottle system will be available to Hawker 800 series aircraft within a year, the company announced yesterday. Safe Flight and West Star Aviation will be unveiling the product and taking orders tomorrow afternoon between 4:30 p.m. and 6 p.m. at the Safe Flight exhibit.
Automatic throttle systems are now available as a $220,000 option for new Gulfstream 200s, as well a retrofit for the more than 90 Galaxy/G200s currently in service.
Meggitt/S-Tec later this year plans to introduce an all-new digital autopilot for twin turboprops and light jets as part of a top-to-bottom revamping of its autopilot product line. The product, as yet unnamed, will be centered on an embedded flight control system and targeted at OEM and retrofit applications with “all the features of a full business jet automatic flight control system,” including the ability to upgrade to autothrottle
The NTSB determined that the probable cause of the landing accident involving a Gulfstream IV at Teterboro Airport, N.J., on Dec.
The prospect of marginally qualified pilots hurtling through the rarefied atmosphere of the flight levels in very light jets and promoting fear and loathing in the heavy-metal professionals–which is how some people view the imminent advent of the “Volksjet” era–has been a topic of lively debate of late, and no surprise to Eclipse Aviation founder, president and CEO Vern Raburn.
Safe Flight Instrument is working with Raytheon Aircraft to obtain an STC on an autothrottle system for Hawker 800XPs. The White Plains, N.Y. company’s AutoPowersystem for the Hawker 800XP is expected to be ready for delivery early next summer.
Landings to below Cat I and II ILS minimums have been possible for more than three decades, but the price of admission until recently has been autoland certification of the aircraft and crew.
Gulfstream IV, Teterboro, N.J., Dec. 1, 2004– The NTSB blamed the GIV accident on the flight crew’s inadvertent engagement of the autothrottle and their failure to realize they had done so. Factors were the lack of switch guards, lack of an audible warning tone and gusty winds.
If a visitor listened only to the first hour of the June 24 NTSB hearing into the Asiana Airlines 777 accident at San Francisco International Airport (SFO) on July 6 last year, no one could fault him for assuming the pilots bore the lion’s share of responsibility for the crash. That’s all the Board spoke of, at least initially. The two Asiana pilots were, after all, two high-time captains in command as the Boeing 777 slipped lower and lower on a PAPI-generated glideslope during a visual approach in severe-clear weather.
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