A comprehensive press tour was held by the Honeywell Aerospace company on 9-11 May at the company’s headquarters in Phoenix, Arizona. The technologies, solutions and applications developed by the company in aerospace, space and automotive industries were presented to 32 press members from 10 different countries during the tour. A representative from Defence Turkey Magazine attended the tour as well.

Mr. Bob Winter, VP Advanced Technology, Honeywell informed the press members on Airplane Control Surfaces, One-page Avionics Systems Framework, Cockpits and Human-Machine interface issues. Mr. Winter also enlightened the participants of the tour on how the avionics systems functioned harmoniously and on how the Traffic and Collision Avoidance (TCAS), Weather Radar, Ground Proximity Warning systems achieved flight safety during the flights, as well providing an overview of the evolution of the Flight Management Systems from the 60s until today. Following Mr. Winter’s presentation, Mr. Mike Bevans, Senior Director, Technical Sales, Honeywell made a presentation on Honeywell’s position in the aerospace industry and on the Auxiliary Power Unit (APU) products developed by the company.

Following the briefings on aerospace, workshops and technology panels were held on the second day of the press tour.  During the presentation ‘Connected Aircraft and Auto’ presentation, which was made on the second day of the event, Mr. Carl Espilo VP, Strategy  Marketing and Product Manager informed the audience on sensors, systems, sub-systems and software’s active collaboration, the reflection of the feedback obtained from these processes, on the maintenance and repair activities and on the solutions and technologies introduced by Honeywell to the commercial markets on these ground-breaking approaches. 

Connectivity Strategy Behind Every Product Line

An evolution of the ability to be able to utilize information is underway. As connectivity across an airplane becomes more prevalent, so does the need for integrated services that can increase operational efficiency for pilots and operators, services providing pilots with the latest weather information or arming operators with easy-to-use flight planning apps are pivotal.   

In order to meet the needs of consumers, who experience inconsistencies of Ku band service, the company in collaboration with Inmarsat, has introduced the KA Band Jetwave. Inmarsat’s network is called GlobalExpress (which is used it not only for aviation but for maritime, industrial land mobile fixed applications.)  This global satellite network has 3 satellites in orbit now with a number of others being constructed to enable more capacity.  

High-Speed Global In-Flight Connectivity is a Reality

The desire of passengers to access Wi-Fi during flights is higher than ever and operators are recognizing the need to better harness critical data coming on and off the aircraft. Honeywell and Inmarsat are focused on meeting this demand by bringing the only truly global and consistent connectivity service to the aviation industry delivered by a single operator.

Global Xpress is the only global Ka-band network designed around the requirements of mobile assets, including aircraft.  It has the ability to keep aircraft connected over land and water and throughout all phases of flight. Passengers can stream videos and music, check social media, Face Time family and friends without interruption, even while traveling at 35,000 feet. 

Honeywell is on track to provide JetWave, the exclusive hardware that will enable airlines to connect to Inmarsat’s Global Xpress Ka-band network, to operators and airlines around the globe. Mr. Espilo elaborated “the advantages of the Inmarsat system, with Honeywell as the exclusive hardware provider for airborne equipment, is that it is one contiguous network, one global network.”  He continued “while being connected there’s gaps in coverage and speed has been eclipsed by passenger demand, becoming saturated because of the demand.  He continued to describe the challenges faced by customers “When you fly around the world you have to switch between different KU networks, types, capacities and capabilities.  The feedback that we have received from customers using these types of systems is that the user experience is inconsistent.  The signal drops out because you have to switch satellites or one is fast another satellite is slow.  Consumers see on their device that the service is inconsistent.  For example when a user is roaming with a cell phone with their carrier such as AT&T, or China Mobile, the cellphone can switch cells transparent to the user, roaming on the network and you don’t drop calls. With one satellite network specifically designed for mobile users such as airplanes, ships etc, the Inmarsat satellite network provides service with lots of small beams so that the satellite network capacity is divided up amongst the small beams as opposed to lots of wide beams of Ku band technology, resulting in more bandwidth.”  The network architecture itself is fundamentally different, providing high speed global service.  He emphasized “there’s not a product line in our portfolio that doesn’t have a connectivity strategy behind it.”  

Mr. Espilo said “today weather data comes to us from a lot of different sources but none of it comes from a real airplane…yet. When we have a connected radar we will be able to use that application to display the connected radar information for pilots, providing better operational information.  We are just scratching the surface of what you will see from an operational advantage perspective.”

The company is pushing forward with bringing GX Aviation to the aviation industry,  indicating that 2016 is the year that truly global high-speed in-flight connectivity becomes a reality for travelers around the globe.   

Honeywell Keep an Eye on Cyber Security

Cyber security “is taken very seriously” said Mr. Espilo, detailing that “functional segregation exists with all system design, looking at the safety impacts of products and systems, data flows of information. What is a critical system, how can a non-critical system not contaminate a critical system. Aerospace design and thinking has these architectural paths in mind. As  we get more connected we need to continue down these architectural paths but also explore other potential threats, and how do we respond, how do we keep the systems segregated to protect different parts of the aircraft and critical systems; we have our eyes wide open on the multi-layer challenges that we are faced with; architectural issues, communications issues, firewalls and encryption and security issues.”  

During the second session, Mr. Michael Edmonds VP Services and Connectivity, Honeywell Aerospace made a presentation on Services from Gate-to-Gate and mobile applications presently used by pilots, operators, airlines and maintenance staff and solutions developed by Honeywell were practically introduced  to the members of the press. 

Among the sessions held on aerospace and automotive sectors, a Defense and Aerospace Break-Out Session on Honeywell’s investments in Turkey; the programs conducted by the company and its future plans was held exclusively for the press members from Turkey. Mr. Tom Hart, VP, Defense Aftermarket America answered questions from the journalists during this session.

Mr. Tom Hart,VP Aftermarket: “Willingness and ability to work with local industry is critical to doing business.” 

Mr. Hart provided an overview of Honeywell’s long history of partnering with Turkish industry, highlighting the “success story of the maintenance of the T53 for the UH-1 where we helped facilities the depot, and we think there is no reason why the T55 couldn’t follow a similar path if the business case was there for the depot.” At this time only 11 aircraft, 22 engines plus spares, would not justify a depot, however he stated that they “are open to it, as we’ve done T55 depot activations in a number of countries, so that’s nothing new.”

Turkish Light Utility Helicopter Program  

There is an active project, to make sure the engine can become a commercial variant.  This engine was developed both from a military perspective but also from a commercial perspective. Mr. Hart stated “It is the stated desire of TEI, Honeywell and Rolls-Royce to provide a commercial variant so that situations, like that with the unrealized sale, due to export license issues, to Turkmenistan, can be avoided. I understand that it is Turkey’s expectation that once this helicopter is produced for indigenous needs it is to be exported as well.  The commercial version of the engine will be exportable.  The military version will still need the export license.” TLUH will meet the market requirement, governmental requirement and public market eventually. Mr. Hart indicated that “discussions are underway now and it is our expectation to find more local industry to produce some of the components. Between the T129 “Atak” and the TLUH  there will be more CT800 operating engines in Turkey than anywhere in the world, so why not have more Turkish capability so that those engines can be produced more effectively and then hopefully exported, and as well look at making this a more exportable engine I think having some of that capability in country makes sense.”    

Partnering with Turkish Industry - Forging the Right Relationships

In addition to partnering with TEI to bring the exportable engine to market, they are also working with Aselsan on a number of avionics capabilities and missile capabilities. One of their most successful partnerships has been with Aselsan, as they provide sensors and other components and Aselsan produces inertial navigation systems under agreement with Honeywell.   Honeywell is also involved with Roketsan, with the “Cirit” missile and TEBER-81 and TEBER-82 guided bomb, both were qualified with Honeywell inertial systems.   

Alp Aviation to be a Center of Excellence – Supporting Global Industry

At this media session specific for Turkey, Mr. Hart announced for the first time an agreement that was signed with Alp Aviation. The contract covers duration of 10 years, valued at $ 78 million.  During this time Alp Aviation will produce components for piston and breaking system components for many military and civilian jets, in Turkey and globally, including some F-35 break components. Mr. Hart highlighted that with “Alp Aviation, we are building the right relationships, locally. Alp Aviation will be the center of excellence for the components, supporting global industry not just Turkish industry.  Turkish industry is among the best in the world in many areas and that is why Alp was selected to provide global capability. We will continue to look for those areas where we can leverage Turkish industry to help us in Turkey as well as globally.  Whether we do it with Honeywell employees or local employees is a decision that would be made depending on the contract.” 

TRJet is based off the Dornier 328, and Honeywell’s capability is incumbent on many systems on that particular aircraft, from avionics, auxiliary power, air turbine starter, and the environmental control systems, all the mechanical subsystems across the aircraft. Honeywell has been working with SSM, and Sierra Nevada Corporation who is the prime, on some of those initial selections. Mr. Hart stated that “part of that selection process will be, how can we partner with local entities to bring them to market or to maintain them.  We want to leverage MOUs that we have with Aselsan to help TRJet to become successful.” 

Building upon decades of success, Honeywell is working to continue to transfer capabilities and partner with Turkish Industry.  Mr. Hart said “as we look to new programs, we look forward to continuing this history successful track record.” 

Upon the completion of the Break-out session a tour of the Honeywell  Advanced Technology Avionics Labs was provided. The advanced technologies developed by Honeywell undergoing verification tests were introduced to the press members during this tour. The studies and activities conducted on Synthetic Vision Systems, Touchscreens, Speech Recognition Control and  Neuro-technology laboratories were presented. 

Honeywell Advanced Technology Avionics Labs Tour  

Members of the press were invited to explore the Advanced Technology labs to see how Honeywell tests and creates new technology, a behind the scenes look to see how some of the world’s most advanced avionics technology is researched and developed. Their engineers and test teams work to determine what will enhance the pilot’s experience, matching the right “modality to the mission” so that every new technology will earn its way onboard an aircraft. Mr.Bob Witwer, Vice President Advanced Technology, Honeywell Aerospace shared his insight “It’s not about gadgets.  It’s about us as aerospace professionals deeply understanding the mission that pilots have at any point in their mission.  Nominal, off-nominal (things that don’t happen very often but are still normal) and abnormal (the kind of things that happen only once in an while) and how do we understand those, providing superb situational awareness, making sure the modalities match the mission. Voice, gaze, hands…intuitively designed, focusing on the user. ”

Neurotechnology Demonstration

For more than a decade, scientists at Honeywell have been engaged in neuroscience research to help pilots become more effective in the cockpit.  Algorithms developed in the context of this research can be used to engage intelligent automation when human performance is compromised by fatigue, assess the impact of flight deck interfaces on pilot workload, and open up new forms of interaction with computer systems. Research, and observations of a demonstration of real-time neural control of an aircraft simulator were provided – along with the algorithms at work that have been used for real-time control of a passenger-carrying aircraft.

Motion Simulator Lab – Touchscreens

Touchscreen technology has become a pervasive feature in consumer devices around the world, and as pilots are becoming more accustomed to interfacing with machines through touchscreens, Honeywell responded to this and looked at how it could bring touchscreen technology to the cockpit.   Honeywell provided insight into the testing of touch screen technology so that it is optimized and safe to use in the cockpit such as the Gulfstream’s G500/G600 aircraft.

Flight Simulator – Synthetic Vision

Poor visibility conditions with reduced visual references require reliable, trustworthy avionics support for the pilot during the approach and landing phase.  Honeywell has developed Synthetic Vision Lower Minimums (SVLM) and Combined Vision (CVS) technologies for the primary flight display to provide an operational advantage to enable landing in reduced visibilities. SVLM displays provide a 3D perspective of the environment in all weather conditions and the landing approach guidance integrity needed to enable reduced minimum heights for pilots to make landing decisions. CVS adds real time sensor information embedded in the scene.  Honeywell engineers use an engineering flight simulator to test and refine the latest synthetic vision software to bring new features and functions to Honeywell’s SmartView products.

Speech Recognition Lab

Speech recognition and control has the potential to be a huge advancement in the cockpit as speech can eliminate many manual steps required to execute a command and enhance communication.  For example speech recongition can augment communications channels with air traffic control, thereby decreasing workload and allowing a pilot to focus on flying safely and efficiently.  Speech can be especially helpful in the cokpit when calling up infrequently used commands or menus, for which the crew might otherwise spend significant time searching.  Honeywell’s speech lab simulates aircraft noise at 40,000 feet to help their scientists test speech recognition technology to ensure it is user friendly and accurate for inflight use.

The second day of the press tour began with the Test Pilot Panel with the participation and expertise of test pilots.  This panel was moderated by Fred George and included Honeywell’s test pilots Joe Duval - Chief Test Pilot, Sandy Wyatt - Engineering Fellow and Lead Test Pilot, Flight Test Operations and Pamela Mannon - Human Factors Engineer and Former Lead Pilot for Training, who shared their experiences with the participants regarding advanced Honeywell Technologies, the development studies of which are still ongoing.

Mr.Fred George and the Test Pilot panel shared their stories and insights regarding the purpose and process of testing.  “The experienced flight test team will strive to wring things out in the cockpit to find out what can go wrong, so that the technology will improve situational awareness, making it easier to fly. Tests pilots go up there and try to break it – to experience the everyday rough and tumble” said Mr. George.  “It’s one thing to design things that sit on the bench but it’s another thing to fly directly into a microburst and not get knocked out of the sky.”  For example, being able to provide better strategic planning for avoidance of unwanted weather phenomena like Cumulonimbus or Clear Air Turbulence helps to increase safety for the cabin crew and passengers, improving cabin service and reduces delay at destination.  Joe Duval shared elements of testing adventures of the RDR400 new generation of digital weather radar, sharing that “the testing involved in the energy affects from microbursts in every direction, airspeed indicators become inaccurate because of the energy from the microbursts.”   Mr. George added “traditional radars were almost an art form to use, very little training and learning from experienced pilots through usage. Honeywell uses its flight test team to take what is theory in the engineering lab and find out how to make it practical for cockpit use, how to make it really work for a number of people.”  Sandy Wyatt shared experiences testing the Collision Avoidance System, which was a new product in the 90’s, discussing that ATC technologies are advancing, not only radar but also using satellites, and shared “with new sitcom systems we are building in the infrastructure for use in the front of the plane, it will be available in the back of the plane well before the front.”   Pamela Mannon discussed the challenges encountered “trying to make it work in the cockpit.  Prototypes are developed by engineers and we have to make it work for the users, the pilots, working with the manufacturers, dealing with regulations that are wrapped around the entire design.  We’ve evolved with design over the years.” 

The panel also mentioned Engine Ice Crystal Testing, which is a new concern for turbofan engines that has emerged over the last 20 years which involves high altitude ice crystal environments.   Honeywell has been involved with unprecedented engine testing in collaboration with NASA and the Ice Crystal Consortium.   

Following the test pilot panel, Chief Technology Officer and VP, Engineering and Technology and Craig Balis, Vice President, Engineering, Honeywell Transportation Systems made a presentation titled “Driving the Future of Transportation.

Technology Synergy – Jet Engine Technology under the hood of the car

There is a natural sharing that occurs, as a benefit of having an aerospace company that works with an automotive company, and vice versa.  The Advantages of Honeywell’s Transportation System Business is Unmatched by any of their competitors.  Mr. Balis pinpointed that they “are able to develop from scratch turbochargers in China, for our Chinese Customers, we are able to develop from scratch in the US for our American customers etc.  Our customers recognize our global footprint as an advantage, close to customer support, but also a common footprint with aerospace – there is a technology synergy and even with the people rotation between the two businesses.”

The transportation system business was born from aerospace and now is part of aerospace again. Mr. Balis discussed the Turbocharger business saying “we have a unique advantage, as our parent company is aerospace, we leverage technology such as aerodynamics, rotor dynamics (high speed rotating machinery, many competencies that we can learn from aerospace.  Such as with the HTF7000 Caterpillar series, Honeywell was one of the leaders to bring titanium compressor technology into the transportation space.  In a very demanding heavy duty high temperature environment where you need to move from aluminum to titanium, we were able to tap into the aerospace capability and bring that technology and be the first to bring it to the market.  The ability to tap in to a much bigger R&D capability because we have aerospace in the portfolio for the transportation systems business.  If you compare relative to traditional competitors in the turbocharger business, we have greater access to R&D relative to budget, and as such we are the leading turbocharger technology company in the industry.”

The aerodynamic technology called DualBoost was highlighted as well and described by Mr. Balis as “two centrifugal compressors (effectively a continuous fan, that goes on and on, back to back to back, allowing for a very high compression in a very small area, you can make a very short gas turbine engine, very high powered density engine, that’s very valuable when you’re putting something very small in the back of the tail of an aircraft or under the hood of a car.  This is the first time it has been brought into the automotive area, we are the only ones who do that, in the Ford Super Duty Pickup truck.” He noted that “the this technology we were able to learn and adopt from auxiliary power units at aerospace. This is 3D aerodynamics. Until very recently the analytical tools were not even available to do this.”

Another technology success discussed was Ball Bearing Technology. Mr. Balis reminded the audience  that they were the first and still the only company to bring ball bearing into the turbocharger industry in high volume, saying “we were able to tap into aerospace design capability to be able to make ball bearing technology a success in the transportation  industry.  Our customers experience a big improvement in fuel economy and drivability of the vehicle, such as with the Mercedes 3LV6 diesel engines for example.”  

A global foot print allows the businesses to not only have a co-located capability, common technology and understanding the technology, both manufacturing and the technologies that go into the product, but also fundamentally getting a better sense of what their customers want regionally.

The discussion continued with the benefit for the consumers – engine downsizing - leading fuel efficiency, durability, size and weight advantage capabilities for sizing aircraft, which are the same advantages in the automotive industry as well.  Around the world there are stringent automotive fuel economy standards that are challenging customers to improve the fuel efficiency of their vehicles and that starts with the engine.  Turbocharging engines is a key technology that customers are looking at.   Adoption rates around the world are growing fast and China is one of Honeywell’s biggest turbocharger growth markets, demonstrating a with a high adoption rate.  

Electric Boosting and the ability through electrification to recover energy as well as put extra energy in for extra boost from the turbocharger was also discussed as Honeywell’s latest development in turbocharging technology involves electric boosting for internal combustion engines as well as advanced powertrains like hybrid vehicles and fuel cell technologies.

For more than 60 years, Honeywell has been an industry leader developing turbochargers whichtake advantage of, otherwise wasted, exhaust gases as an energy source to drive more clean air intosmaller engines helping improve a vehicle’s fuel economy without sacrificing performance.

E-Charger: Complements the traditional turbo architecture by updating the turbine side ofthe turbo with an electric motor to drive the compressor wheel to feed air to the engine quickly, improving transient performance.

E-Turbo Compounding: This similarly complimentary configuration is the reverse of an ECharger, connecting a turbine wheel fed by exhaust energy to an electric generator to create  electricity for some other purpose in the vehicle.

The common development around new materials has literally put jet engine technology under the hood of the car, placing Honeywell at the forefront of hardware and software development for the most cutting edge automotive transportation technologies.

Cyber security

Automobiles have evolved from being purely mechanical to highly interconnected cyber-physical systems with mechanical controls and interconnected controller boxes to facilitate information sharing. The use of open connectivity based on standard technologies and internet protocols reduces the barrier of entry for potential hackers while heavy use of technology makes vehicles attractive targets. Leveraging expertise in aerospace and safety-critical industrial applications, Honeywell offers a cyber security solution for connected vehicles with real-time intrusion detection, reporting and protection.

OnRAMP

Modern automotive control challenges are outgrowing traditional design techniques as demands for reduced emissions and tighter on-board diagnostics legislation drive an increase in powertrain complexity.  Software technology is shaping the future of automotive transportation and Honeywell’s OnRAMP Design Suite is at the forefront of this transformation, helping auto makers improve fuel economy as well as vehicle performance while reducing emissions, material costs and warranty expenses thanks to advanced powertrain control.

Turbo Fuel Cell

This new two-stage electric compressor is an aerospace inspired offering that furthers Honeywell’s commitment to zero-emissions technologies.   As an industry-first product, it not only helps bring fuel cell vehicles to market, but also makes full-scale production a reality.  It’s an excellent example of how Honeywell is supporting the industry’s pursuit of improved fuel economy and emissions with advancements which integrate a new era of electric products with traditional mechanical applications.

Journalists Made Accomplished Demo- Flight with Boeing 757

A test flight demonstration was made for the press members with the Boeing 757 test aircraft where the engine and avionics system tests are currently being tested by Honeywell Aerospace. A live demonstration was accomplished on the overall operation of the Smart Runaway – Smart Landing system in line with the previously determined scenarios during this demo flight.  Short runaway and long-landing scenarios were practiced as part of this test and the characteristics of the system allowing the reduction of the dangers and risks during unstable landings. 

Within this experimental test airplane, that has been in operation since 2008 with 17,000 flight hours and over 400 flights, passenger participants were able to experience first-hand tests such as Smart Runway/Landing- Traffic and Collision Avoidace (TCAS), Weather Radar, and Ground Promixity Warning.   The system alerted the pilot of being unstable, (either too high or too fast on the approach), the test pilot did not respond so that the system would continue to alert the pilot to things that will help the pilot understand what the situation is and react.  The passengers onboard the test flight were able to wear a headset and hear the alerts and audio given to the pilot during the flight. 

After the Flight Demo, in the last portion of the event, LHTECH Member of the Board and Honeywell Defense & Space Technical Sales General Manager, Mr. Matt Thraen, gathered with the press members from Turkey at the Defense and Aerospace  Break-Out Session to discuss the details of the road map they will follow within the scope of the TLUH program, discussing their future strategies for the Turkish market.

Commercialization of the CTS800, the variant commercial engine name is LH1300 (original concept engine proposed and approved)

LH1300 is a Path to a Commercial Engine Variant

LHTECH has a 30 year partnership between Rolls-Royce and Honeywell Aerospace, the focus is on the CTS800 turboshaft engine used mostly on helicopters.  Mr. Thraen detailed the specifics and shared “last year we signed a contract with TAI for the Turkish Light Utility Helicopter, being developed by TAI and SSM.  They chose the CTS800 to power that helicopter.  This is a 5 year active development program, with production scheduled for 2020, estimating 400 engines between military and commercial helicopters; first military then commercial sales within Turkey and then commercial sales outside of Turkey.” He discussed efforts on working toward coming up with a path to commercial version of the engine, as the current version, the CTS800 engine is ITAR controlled by the US Government.  He specified that “the LH1300 is over 90% common to the CTS800 but has a different control system, a commercial control system. We requested a commodity jurisdiction from the US Government to approve that version of the proposed engine as non ITAR and it was approved by the US Government in 2014/2015, prior to contract signing. Demonstrating to SSM that we could get approval for a civil non ITAR version of this engine was essential, however the engine is not developed yet.  This is not the version of the engine that will be used on the TLUH, but because of the approval we have a path now to a civil version of the TLUH (requesting commodity jurisdiction).” He stated that the CTS800-4AT is the Turkish Military version of the engine, which will be used on the TLUH, saying that “when we get approval for the ITAR free, civil version of the engine, it will have a different nomenclature and it has not been identified yet.  CTS800-4A is used on the Atak. The TLUH will use CTS800-4AT. The differences are not that significant, it is a modification of the software in the control for the new helicopter.”   

The LH1300 engine version will not be used in Turkey.  Mr. Thraen discussed that “once approval on the non-ITAR version of the engine for TLUH is received, that engine could be used to satisfy the domestic market but also to be used in the future for the export market.   The precedence set with the approval of the proposed variant LH1300 is promising.” 

LHTECH are Committed to Localization and Industrialization

LHTECH, Rolls-Royce and Honeywell are committed to localization and industrialization of the CTS800 engine.  Mr. Thraen elaborated that “they are currently working with TEI on a plan that would have them doing a number of things to include parts manufacturing in Turkey, depot aftermarket repair and overhaul of the engines in Turkey and also possibly production, assembly and the full assembled engine test of the TLUH engines.   We haven’t signed a contract or license agreement in place but we are working to make it happen.  This is the goal of our industrialization plan and we committed to SSM to achieve all three: Production, some manufacturing and repair and overhaul for both versions of the TLUH. Over the next 24-36 months we plan to have this established.