Image: Matti Blume · CC BY-SA 4.0 · via Wikimedia Commons
Embraer debuts Phenom 300EV light jet with Garmin Emergency Autoland and upgraded range
The new Phenom 300EV, the third generation of Embraer's bestselling light jet, integrates advanced safety features including auto-land and enhanced cabin amenities, with deliveries slated for 2028.
The gist
Embraer launches the Phenom 300EV, a safer, more capable light jet featuring Garmin Emergency Autoland and improved avionics.
Continuing coverage
All Business Aviation →- NBAA Engages Aviation Community with Events at 2026 AirVenture in Oshkosh
- Embraer Launches Phenom 300EV Light Jet With Autoland and Enhanced Payload
- Palm Beach International Airport Renamed to President Donald J. Trump International Airport on July 9
- Tech Boom Fuels Surge in Private Jet Demand Among Young SpaceX Employees
- NBAA Opens Nominations for 2026 Gold Wing Award Honoring Business Aviation Journalism
Brazilian aircraft manufacturer Embraer has unveiled the Phenom 300EV, marking the next evolution of its highly successful light jet series that has dominated its class for over a decade. The announcement on July 14, 2025, introduces a suite of upgrades focused on safety, performance, and passenger comfort, cementing Embraer's leadership in the light jet market segment. Deliveries of the new aircraft are set to commence in 2028.
The 'EV' in the Phenom 300EV name stands for Evolution, reflecting meaningful advancements over previous models, including the Phenom 300 and the Phenom 300E. Embraer's new model integrates Garmin's Emergency Autoland capability, a groundbreaking safety feature that allows the aircraft to land itself autonomously in case of pilot incapacitation. This represents a significant enhancement to the active safety technologies offered on light jets.
Additional avionics improvements revolve around the Garmin G3000 Prodigy Touch flight deck, which now incorporates runway and taxi situational awareness tools. These avionics enhancements complement other automated systems such as Autobrake for landing and takeoff assistance. Embraer has also developed a Multi-Purpose Electronic Controller (MEC) exclusively for the 300EV. The MEC integrates rudder-by-wire controls along with other electronically dictated aircraft functions, reducing pilot workload and streamlining maintenance processes.
Performance gains accompany the technological upgrades. The Phenom 300EV extends its operational range up to 2,055 nautical miles, enabling longer non-stop flights. It also boasts an increased maximum zero fuel weight, boosting payload capacity by around 430 pounds. New True Blue Power lithium-ion batteries improve reliability and dispatch rates, while updated LED taxi and landing lights enhance operational visibility and safety.
Cabin enhancements have not been overlooked; Embraer introduces a more refined passenger experience with an odorless vacuum lavatory and a more efficient temperature control system. The refreshment center has been redesigned to accommodate a variety of hot beverage machines, catering to passenger preferences during flight. To improve air quality, the aircraft employs an advanced ionization system that contributes to a healthier cabin environment.
Starlink satellite internet connectivity will be available as a retrofittable aftermarket option via a Supplemental Type Certificate (STC), offering passengers in-flight broadband internet access. This feature aligns with modern expectations for connectivity during private and business travel, augmenting the aircraft’s competitive appeal.
Michael Amalfitano, President and CEO of Embraer Executive Jets, emphasized the series' longstanding market dominance and the significance of the 300EV update. He stated that the Phenom 300 models have set the industry benchmark for more than ten years, and the new Evolution model raises that standard further by combining advanced safety technology, improved performance metrics, and thoughtful cabin upgrades to create a more intuitive and seamless flying experience.
The Phenom 300EV continues Embraer’s tradition of innovation in light jet design, reinforcing its position as the undisputed leader in its category. The combination of advanced avionics, expanded range, higher payload, and enhanced cabin comfort are likely to attract operators seeking a sophisticated and reliable light jet option. The introduction of the Emergency Autoland system particularly marks an important milestone in general aviation safety technology, setting a precedent for future light jet developments.
Frequently asked questions
- What are the safety features introduced in the Embraer Phenom 300EV?
- The Phenom 300EV features Garmin Emergency Autoland for autonomous landings if the pilot is incapacitated, runway and taxi situational awareness, Autobrake, and a new Multi-Purpose Electronic Controller that integrates rudder-by-wire controls to reduce pilot workload.
- How does the performance of the Phenom 300EV compare to its predecessors?
- The 300EV extends range to 2,055 nautical miles and increases maximum zero fuel weight by about 430 pounds, enhancing payload capacity compared to earlier Phenom 300 models.
- When will Embraer start delivering the Phenom 300EV?
- Deliveries of the Phenom 300EV are expected to begin in 2028 following its announcement in 2025.
Read more
All Aviation Safety →
Mastering the First Dual Cross-Country Flight Requires Solid Prep and Navigation Skills
The first dual-instruction, cross-country flight is one of the most task-saturating lessons a student pilot can undertake. The flight is likely the longest lesson you'll have done to date, and it may be the first time you've had a lesson outside the practice area. When training is under Part 141, this flight is usually done a lesson or two after the first solo. Part 141 programs also have a list of "approved" airports that they are allowed to fly to. Part 61 doesn't require strict adherence to a syllabus, so there's really no rule about when cross-country training should take place. However, the learner gets more out of the experience when they have logged a few hours of local dual instruction so they understand how to use a checklist, the radio, and have some basic navigation and aircraft-handling skills. Without this base knowledge, the learner is little more than an enthusiastic passenger going for a ride. Under Part 61 there's more freedom when it comes to selecting an airport to fly to. To qualify as a cross-country flight, the distance between the starting point and terminus has to be at least 50 nm straight-line distance. Confirm this span using a plotter on a VFR sectional. Longer—even just by a few miles—is better. To count as a cross-country flight, you must land at the airport. READ MORE: When GPS Fails: Lessons From a Fatal Air Ambulance Crash READ MORE: Beat the Heat: Mastering Density Altitude Over 20-plus years as a CFI, I've learned that best practice for the first dual cross-country flight is to do a ground session with the learner to help them create the navlog. You might argue they learned how to do that in ground school. Maybe they did, or maybe they didn't. Either way you want this experience to be a good one, so it's a good idea to do a session on navlogs. If they know what they're doing, I ask them to teach it to me. Why did they choose that landmark? What altitude is appropriate? Etcetera. I'm a big believer in the paper navlog for the primary learner. While I know they'll use ForeFlight or another app later in their careers, on this day they will learn the basics—pilotage, dead reckoning, and aircraft performance calculated by hand. You can tell when this foundational knowledge has been skipped. One afternoon when the new-hire CFI and his learner returned from their first cross-country flight, you could tell by the looks on their faces as they walked off the ramp that it had not been a good day. I heard both sides of the story at different times. At this school primary learners were required to learn and use analog navigation (paper sectionals, pilotage, and dead reckoning) for the first few cross-country flights. Electronic apps and the GPS were not utilized until the final phase of training. The learner hadn't finished filling out the navlog because he couldn't remember how to do it. Private pilot ground school had been more than a year ago, and he hadn't used these skills since. He thought the CFI would help him finish filling it out, but the instructor was eager to get into the air, so they took off with a half-finished navlog. The CFI had been to the destination many times when he was attending the local Part 141 school in the area, so he was familiar with the route. The learner was not familiar with the route. He had difficulty finding landmarks and matching them to the VFR sectional— which he reported seemed to grow and take over the cockpit—and struggled to do ground speed checks with the E6-B. When he dropped the airplane to fly the navlog or the sectional, it resulted in altitude deviations, unwanted heading changes, and at least one missed radio call. When he asked the CFI for help, the instructor pointed out he was supposed to have learned how to do these things in ground school—a comment that wasn't helpful at all. After a few awkward moments of silence, the learner turned around the airplane, stating the lesson was over, and they were returning to the home airport. There was an extensive postflight debriefing. The CFI, who was relatively inexperienced (less than 400 hours total time, less than 50 hour dual given), said he was confused as to why the learner hadn't completed the navlog since he "learned it" in ground school. The student pilot had not learned it, and there's a big difference between having the information presented to you and filling out a navlog in the classroom and then performing the required navigation skills in the air. The learner hadn't reached that level of performance yet as no one had shown him how to do it. CFIs can introduce parts of cross-country flying during out-and-back lessons to the practice area. Note the distance between a landmark and the airport, give the learner an estimated ground speed, and have them use the E6-B to determine the time en route. It's quick and nonthreatening, and gives them an idea of what to expect. To the learners: Before you go on your first dual cross-country flight, insist on doing a ground session a few days before the scheduled flight to make sure you have the technical skills. Ask your CFI to go through filling out an analog (paper) navlog. While you'll likely be using an electronic flight bag (EFB) for a good portion of your training, learning the analog methods often provides a better understanding of the elements of navigation. Discuss the routing. Pick out landmarks that are no more than 10 to 15 nm apart and stick out like a frog in a baptismal fountain, such as cities, shorelines, other airports, football stadiums, large lakes with names, large factories, etc. Make note of the VOR frequencies and automated weather sources along the route. Note the airspace on the sectional, what the clearance requirements are (if any) and, using the winds aloft as culled from the weather briefing you get before the lesson, determine aircraft performance with the aircraft POH and E6-B. About the E6-B: The mechanical version doesn't have to be intimidating. It has the directions for each calculation printed on it. If you can follow the recipe on a box of instant mashed potatoes, you can perform calculations with a mechanical E6-B. You may find it's actually quicker to use the mechanical one rather than the calculator-style one—and it's one less thing in the airplane needing batteries. Pro Tip s Obviously it's a lot easier to perform calculations when sitting in a classroom at a desk than flying. To prepare for the cockpit, lose the desk. Sit in a chair with your kneeboard on one leg as if in the airplane and perform time, speed, and distance calculations. Practice unfolding and refolding the sectional. Do a little sectional origami if necessary to keep it from taking over the cockpit. Instructors: Be sure to demonstrate how to divert to another airport. Pick a suitable one other than the original destination and determine the distance, heading, time, and fuel required to get there. Select an airport that's hard to find. We have a few in the Seattle area that you swear have a cloaking device because they seem invisible unless you approach them from a specific angle. Emphasize the need to look out the window instead of hitting the "direct-to" button on the GPS. The latter becomes a crutch and can bite the learner when they are on the check ride and the examiner "fails" the GPS. Savvy instructors create a paper navlog for cross-country flights. There will probably be certain airports you always fly to for them. You can "preload" these with landmarks, distances, VOR and AWOS frequencies, etc. The day of the flight, you just have to add the winds and aircraft performance, per the POH. This instructor-made navlog comes in handy when the learner hasn't finished theirs, they've done creative math, or their calculations are way off. Using the CFI-created navlog, the learner can find the landmarks, perform the ground speed checks, and determine time en route and time to the next checkpoint. Often this practice g
New Marine One Helicopters Cause Lawn Damage, FAA Reviews DC Crash Safety
New Sikorsky Marine One helicopters damage the White House lawn, the airports renamed for U.S. presidents, airline consolidation, DCA crash safety recommendations, controversy over ADS-B In regulations, Air France and Airbus manslaughter verdict, passengers sue Delta over turbulence injuries, a Ryanair window ruptures, and a seaplane makes a hard landing in New York's East River. Also, interviews from the Spurwink Farm fly-in. Aviation News Lockheed Martin Is Covering the Cost of Trump's White House Helipad President Trump said that Sikorsky, part of Lockheed Martin, would cover the cost of building a new helipad at the White House. Lockheed Martin confirmed the report. Sikorsky helicopters have been used to transport the president since the 1970s. The new VH-92A Patriot helicopter has propulsion exhaust vents located toward the rear of the airframe and pointed downward, unlike the VH-3D’s configuration. Also, with much more powerful engines, the VH-92A generates significantly more downwash than the VH-3D. The hot exhaust gets combined with the intense rotor downwash at touchdown, and the combined heat-and-airflow effect scorches the turf and can physically rip sod loose. Airline consolidation now rules the skies. Has it been good for passengers? Continental Airlines, Northwest Airlines, and US Airways are gone. Spirit Airlines is gone as well. Now, the Big Four U.S. airlines control roughly three-quarters of the U.S. market. Has this been good for the flying public? It depends on who you ask. Former governor Chris Sununu, now the head of Airlines for America, said at a Capitol Hill hearing, “We have more competition per route than ever before. When I go to buy a ticket, I have four, five, or six carriers going from Wichita to Dallas. So now they’re all competing on that exact same route." There are six airlines serving Wichita Dwight D. Eisenhower National Airport, but there’s only one that flies nonstop to Dallas. Past guest Ganesh Sitaraman, a professor at Vanderbilt Law School and the author of the book Why Flying Is Miserable and How to Fix It said, “From the airlines’ perspective, it makes sense. Bigger is better, and it’ll be more efficient for them, even if there’s a lot of drawbacks for communities and passengers.” A Florida airport is officially renamed for Trump. What does he stand to gain? FAA Details First Official Response to DC Crash Safety Recommendations After the January 2025 midair collision near Washington, D.C., that killed 67 people, the NTSB issued nearly three dozen recommendations. As is always the case, the FAA is not obligated to implement the NTSB’s recommendations. Earlier this year, the FAA said it had fully addressed seven of the recommendations and that it would evaluate the others, with further updates to come by May 31, 2027. The Air Current reported that the FAA indicated it is evaluating whether the number of arrivals permitted per hour at DCA is appropriate. This is a key metric that the NTSB said contributed to the airport’s congestion at the time of the crash. Also, any adjustments will be determined after an official analysis in 2027. This $50,000 Safety Fix Is Dividing the Aviation Industry and Washington This could be characterized as a conference-committee fight over how strong an ADS-B In mandate should be, not whether there will be one. ALPA and NTSB are on one side (ROTOR Act), and industry groups like A4A/AOPA/NBAA on the other (ALERT) side. Senate: ROTOR Act (Rotorcraft Operations Transparency and Oversight Reform Act) Would require all aircraft to be equipped with ADS-B In and repeal certain military exemptions from the technology requirements. Passed the Senate by unanimous consent in December, with strong support, including from ALPA. The House rejected it on February 24, 2026, falling one vote short of the two-thirds majority needed after the Defense Department raised national security concerns House: ALERT Act (Airspace Location and Enhanced Risk Transparency Act) House lawmakers revised the bill to explicitly include an ADS-B In mandate after the earlier version was criticized for failing to clearly require it. The updated version requires that aircraft carry both ADS-B In and ACAS X (Airborne Collision Avoidance System X), integrated so ADS-B In data feeds the alerting function. Opposition: ALPA doesn’t endorse it, arguing that ACAS Xa (the large-commercial-aircraft variant) isn’t yet commercialized, that no integration standards exist, and that the system suppresses alerts below 1,000 feet when situational awareness matters most. The NTSB also declined to support it, saying it falls short of requiring ADS-B In for all aircraft operating in airspace where ADS-B Out is already required, even though it allows compliance via portable receivers with line-of-sight limitations. Air France and Airbus found guilty of manslaughter over 2009 plane crash A Paris Appeals Court found Air France and Airbus “solely and entirely responsible” for the 2009 AF447 accident, which killed 228 people when it crashed into the Atlantic Ocean. The companies were cleared in April 2023 but were found guilty after an eight-week trial. Both Air France and Airbus have denied the charges and say they will appeal. In 2012, French investigators found a combination of technical failure involving ice in the pitot tubes and pilot confusion over faulty air-speed readings. Pilot training has since been modified, and pitot tube sensors have been replaced. 20 Sue Delta Over 2.5 Minutes of Terror on Flight Out of Utah A lawsuit has been filed against Delta Air Lines on behalf of 20 passengers of Delta Flight 56, claiming that pilots “recklessly flew” too close to thunderstorms, where severe turbulence caused multiple injuries. The turbulence lasted 2 1/2 minutes over Wyoming, and the flight was diverted to Minnesota. Twenty-five people were transported to local hospitals. The NTSB said the pilots were caught by surprise. In the lawsuit, the plaintiffs allege that the National Weather Service issued an advisory warning that turbulent conditions were present in the mountains east of Salt Lake City and that thunderstorms were present along portions of the flight path. Apparent engine fan blade failure preceded rupture of Ryanair 737 window The Air Current reports that the rupture of a Ryanair Boeing 737-800 window resulted from a fan blade failure on the right CFM56-7B engine. Fan blade failures are serious but rare. Aircraft engines are designed to contain fan blade failures and are tested during the certification process. The FAA issued airworthiness directives to mitigate the risk of fan blade failure through inspections and an engine inlet redesign to ensure containment. The FAA set a July 31, 2028, deadline for compliance. Small plane makes hard landing into New York's East River, officials say A Kodiak 100 seaplane with eight people on board made a hard landing in the East River between Brooklyn and Manhattan. There was "substantial damage" to the plane, but there were no injuries. The plane bounced three times, and the pilot subsequently told the passengers that a pontoon had broken. A pattern of progressive porpoise leading to structural failure appears in NTSB seaplane accident reports across various types, including Cessna 206 and 208 Caravan floatplanes, de Havilland Beavers, and Twin Otters on floats. A few East River/urban seaplane-specific factors that might be in play: Wake and chop from harbor traffic (ferries, tour boats) create a much less predictable water surface than open lake/bay operations. Confined approach corridors near Skyport limit go-around and abort options if the pilot senses a bad touchdown developing. The area has had at least one other recent seaplane mishap (a two-seater damaged by a wave three weeks prior), suggesting water-surface conditions have been a recurring operational challenge
Passenger refuses to sit beside woman citing Sharia law, assaults flight attendant on Turkey-Germany flight
A German resident of Turkish descent was arrested upon landing on a flight from Turkey to Germany, after he refused to sit next to a female seat mate, only to then punch the flight attendant when she tried to help with the situation. The guy then proceeded to insult police officers in Turkish, leading to even more charges… talk about awful behavior. Passenger causes commotion on Turkey to Germany flight German media is reporting on an incident that happened on June 1, 2026, on a flight from Samsun, Turkey (SZF), to Dusseldorf, Germany (DUS). This happened on a SunExpress flight, with that being a leisure airline that's a joint venture between Lufthansa and Turkish Airlines. According to reports, the 29-year-old man ended up in a situation where he was sitting next to a female, which he wasn't comfortable with, claiming it was in violation of Sharia law. When the flight attendant confronted him, he reportedly punched her in the face. German Federal Police were called to the airport in Dusseldorf shortly before 7AM, to take a report of the assault. A criminal complaint was subsequently filed. The passenger confessed to the crime, though the conversation didn't go smoothly. The man reportedly insulted the police officers in Turkish, thinking they wouldn't understand. However, since one of the officers spoke Turkish, the man received an additional charge of insult, beyond his charge of assault. One detail that's not known is the context in which he ended up sitting next to a woman. Like, how did this incident only happen while the plane was in the air, and not on the ground in Turkey, before departure, since presumably he would've been offloaded at that point? This incident happened on a SunExpress flight This situation is obviously terrible on all levels Even as someone who isn't really religious, I think people are entitled to there sincerely held religious beliefs. However, if your religious beliefs impact the ability of others to go about their day, I think it's on the person with the religious beliefs to make accommodations, rather than putting that burden on others. On the topic of Sharia law, as you'd expect, different people have different interpretations. The idea is that direct contact and interaction with the opposite gender (if not related by blood, marriage, etc.) is only allowed for necessity. I guess the idea here is that if you're sitting next to someone on a plane you could accidentally touch, and that was presumably an issue for him. Now, let me point out that not all people with that general belief system interpret things that way, and many will view it as being fine to sit next to someone of the opposite gender on a plane. If this is really how the guy felt, he should've purchased an extra seat (which SunExpress allows) to prevent any potential touch. Of course the irony here is that he was so concerned about inadvertently making contact with a female, only to then… slap a female, which I'm pretty sure would qualify as direct contact. Then the icing on the cake here is that he insulted the police officers, which is a criminal offense in Germany, and it can even lead to imprisonment. Ouch all around… This guy should've purchased an extra seat, if it was so important Bottom line A passenger on a SunExpress flight had quite the meltdown, when he first refused to sit next to a woman, only to then punch the flight attendant when she tried to intervene. When the flight was met by police in Germany, he then insulted the officers, which is also a crime in Germany. While I respect sincerely held religious beliefs, this guy was 100% in the wrong on all counts here, and I imagine he'll be held accountable for his behavior. What do you make of this flight seating incident?
Oregon launches comprehensive public drone pilot training and testing framework
The Oregon Department of Aviation released a training and testing template July 10 for public agencies that operate drones. This new template provides additional model standards that public agencies may adopt and customize for pilot qualifications, recurrent training and public-safety missions. Training Beyond Part 107 The FAA requires Part 107 certificate holders to complete online recurrent training every 24 calendar months, in an effort to maintain aeronautical knowledge recency. Oregon's document goes further by adding written test questions, practical flight evaluations, emergency drills, airspace-deconfliction exercises, privacy and public-records training, maintenance requirements and launch-decision checklists. "This is the next step in building safe and accountable public agency drone programs in Oregon," Oregon Department of Aviation Director Kenji Sugahara said. "A policy tells an agency what the rules are. Training and testing show whether people can actually apply those rules in the field. That matters when drones are being used near roads, bridges, neighborhoods, emergency scenes, firefighters, patients, helicopters, or disaster areas." Public-Agency Requirements Oregon law already requires public bodies to register public-use drones with the state aviation department and submit annual reports. Those reports must summarize how frequently the aircraft were used, explain the primary purposes of the flights and direct the public to the agency's drone policies. Educational institutions register as drone users rather than registering each aircraft. The template is designed for cities, counties, state agencies, fire departments, emergency managers, transportation departments and other public bodies. Optional sections address Drone as First Responder programs, fire and EMS support, search and rescue, emergency management, mutual aid, remote operations and FAA-authorized flights beyond visual line of sight. The department said the document does not create new flight authority, authorize law enforcement activity or permit operations beyond FAA limits.
The Daily Touch & Go
The day's best aviation news in your inbox. Free, no spam.