Story ID: 026a
Emergency Autoland Reshaping GA Market
By: Jessica Reed
Caption: Garmin’s Emergency Autoland is installed on more than 2,000 airplanes
Word Count: 1030
Garmin’s Emergency Autoland, the system that can fly an incapacitated pilot's airplane to a runway and land it without human input, is now installed on more than 2,000 airplanes—a fleet that did not exist six years ago. In that time, the technology has moved from a single high-end turboprop to piston singles and single- and twin-engine jets, become near-standard equipment across owner-flown turbines, and—in December 2025—proved itself in its first real-world emergency.
The ability to land an aircraft autonomously when no capable pilot is available is essentially synonymous with Garmin’s Autonomí architecture. Autoland was first certified by the FAA on the Piper M600/SLS in 2020, the first aircraft of any kind approved to land itself if the pilot becomes incapacitated. Piper brands it “HALO;” within months, the same Garmin system reached the Daher TBM 940 (HomeSafe) and the Cirrus Vision Jet (Safe Return). The achievement earned the 2020 Robert J. Collier Trophy, aviation’s premier award for technical accomplishment.
Mechanically, a single guarded button—pressable by any occupant—hands the aircraft to the avionics, which selects the nearest suitable airport using onboard terrain and obstacle databases and satellite-delivered weather, flies a GPS approach, times the flare, brakes to a stop, and shuts down the engine. The system squawks 7700, broadcasts automated voice messages on local and emergency frequencies, and briefs passengers through the cockpit displays. It can also trigger itself if the pilot stops responding to repeated prompts. Autoland requires Garmin’s high-end integrated flight decks—the G3000/G5000 family—and is available on the G1000 NXi retrofit for King Airs.
Autoland’s early footprint was concentrated where the user-facing risk is highest: owner-flown, single-pilot turbine airplanes. The M600, TBM, and Vision Jet are frequently flown by non-professional owners, where a medical event leaves passengers with no fallback. Making the system standard equipment on these models reframed it from an exotic option into a baseline expectation for the segment, and the capability now influences residual values and brand safety credentials.
The platform list expanded to include the Piper M700 Fury, Daher TBM 960, and Epic E1000 AX. In reporting aircraft deliveries for 2025, Daher recorded 51 TBM 960s handed over, which it noted include the HomeSafe Emergency Autoland system and flight envelope protection along with other features. The TBM 980, unveiled in January, also features “advanced weather detection, icing protection, flight envelope monitoring, and the emergency descent mode, along with the game-changing HomeSafe Emergency autoland functionality,” Daher announced.
A shift came in 2025, when Garmin and Cirrus introduced Safe Return on the SR Series G7+, making the SR20 and SR22 singles the first piston-powered airplanes to carry Emergency Autoland. Until then, the technology lived exclusively on pressurized turboprops and jets costing several million dollars. Bringing it to a high-volume piston platform exposed a far larger population of owner-pilots and their families to the capability.
“We initially announced and certified into single-engine turboprops with the M600 and TBM 940, and eventually in the single-engine Vision Jet,” a Garmin spokeswoman told AIN. “Cirrus later certified it in the SR series, being the first piston aircraft. It has now been certified in twin-engine turboprops with the King Air, and twin-engine jets with the HondaJet. The most demand is in Part 23 single-pilot, but there is demand for other markets and categories as well.”
A Real-world Emergency
For five years, Autoland’s value was validated only in testing. That changed on Dec. 20, 2025, when a Beechcraft King Air B200 operated by Buffalo River Aviation suffered a rapid loss of cabin pressurization during a repositioning flight after departing Aspen, Colorado. The Garmin emergency systems engaged automatically once cabin altitude exceeded safe levels and landed the twin turboprop at Rocky Mountain Metropolitan Airport near Denver—the first real-world emergency use of the technology. The two pilots aboard had donned oxygen masks and remained conscious but, citing instrument conditions, mountainous terrain, and active icing, elected to let the system complete the flight.
“We are learning from this event, and the system performed as expected,” the Garmin spokeswoman said. The episode was widely read as field validation likely to accelerate adoption, and it intensified industry discussion about automation and the changing role of the human in the cockpit.
Several vectors point to continued expansion. The HondaJet Elite II received FAA certification for Emergency Autoland in February 2026, becoming the first twin-engine jet—and first twin-turbine very light jet—approved for the system, with the Beechcraft Denali also in line and Garmin’s technology slated for Textron Aviation’s next-generation Citation CJ3, CJ4, and M2 Gen3 light jets.
Retrofits of legacy fleets may be the single biggest growth lever, since the in-service fleet dwarfs annual new deliveries. “Garmin Autoland is available for retrofit installation on the King Air 200 and the King Air 300 series,” the spokeswoman told AIN. “The retrofit certification in the King Air was a large lift, but it adds incredible capability for airplanes that can sometimes be decades old.” The company sees demand from both forward-fit and retrofit customers and is assessing requests for additional retrofit platforms.
Skyryse To Develop Autoland Capability
Competition is also emerging. In March, El Segundo-based Skyryse announced plans to bring a universal emergency autoland capability to both airplanes and, for the first time, helicopters, delivered through its aircraft-agnostic SkyOS flight control software. Where Garmin’s Autoland is tied to specific certified airframes and avionics suites, Skyryse treats “autoland” as a core function intended for scalable deployment across categories—building on a Robinson R66 retrofit that demonstrated automated autorotation touchdowns in 2025. 
“For helicopters in particular, autoland represents a significant safety upgrade,” according to Skyryse. “Helicopter operations routinely involve low-altitude flight, confined landing areas, high pilot workload, and complex energy management, especially during emergencies such as pilot incapacitation, degraded visibility, or system failures. Historically, these factors have made automated landing solutions for helicopters extremely difficult to deploy.”
The capability remains an announced product rather than a certified one or one with a set timeline for market entry, but it signals that emergency automatic landing may become a contested market rather than a Garmin monopoly.