The aerospace and defense manufacturer on Sunday said its AAM business unit has now won contracts worth more than $10 billion, just three years after it was launched. That figure represents Honeywell’s estimate of the contracts’ lifetime value, which the company based on an internal forecast of the number of AAM vehicles it expects to be built.

Honeywell is best known for its work with traditional aviation and aerospace players like Airbus or Dassault. But its AAM segment also collaborates with a variety of partners to address challenges such as automation, aircraft performance, industry regulations, and public acceptance for AAM passenger aircraft (such as electric air taxis), large uncrewed aircraft, and small drones. So far, the unit spans North America, western Europe, and India.

“This milestone is not just about reaching a certain number. It’s a testament to the unwavering vision we hold for the future of aviation and AAM,” said David Shilliday, vice president and general manager of AAM for Honeywell Aerospace. “We are committed to transforming travel and delivery services. Imagine a world where a 100-mile journey takes 45 minutes or less, and same-day package delivery is possible in every populated region of the world.”

To help AAM manufacturers turn that vision into reality, Honeywell produces an array of avionics and propulsion technologies, which it refers to as the “brains, muscles, and senses” of the aircraft.

The company’s Anthem avionics tech, for example, can serve as the “brain” for cockpit operations. Its fly-by-wire and actuation systems function as “muscles,” directly affecting the aircraft’s maneuvering. And fittingly, its range of sensors comprise the “senses,” giving the aircraft awareness of its environment.

Already, Honeywell AAM has partnered with several players in the electric air taxi space. U.K.-based Vertical Aerospace was its first electric vertical takeoff and landing (eVTOL) partner, selecting the company’s fly-by-wire avionics to integrate into its VA-X4 air taxi.

Honeywell actuators and climate system technology will appear on another eVTOL design, Archer Aviation’s Midnight. Pipistrel, meanwhile, selected the firm’s compact SatCom system for its heavy-duty Nuuva V300 cargo drone.

A third eVTOL manufacturer, Lilium, is working with Honeywell and a Japanese partner, Denso, to develop the electric motor for its Lilium Jet. The German firm announced previously that it had “engaged” with Honeywell for the supply of avionics and flight control systems.

“Honeywell’s nose-to-tail technology is a game-changer, setting the standard for safety and sustainability while providing an unprecedented user experience for our pilots,” said Yves Yemsi, chief operating officer of Lilium.

Other Honeywell AAM partners include Israeli air taxi firm Eviation and Supernal, the eVTOL manufacturing arm of Hyundai Motor Co.

The business also collaborates with U.S. government agencies such as the Department of Energy, with which it partnered to develop hydrogen fuel storage for long-range drones. Recently, its SatCom solution was selected for a new U.S. Space Force program. Honeywell also has a vertical outside its AAM business dedicated almost exclusively to SAF production, which is expected to fuel at least some eVTOL designs.

In its announcement Sunday, Honeywell implied that its $10 billion worth of AAM contracts may only be the tip of the iceberg. It emphasized its focus on the long-term growth of the space, such as by hosting industry summits, and put out the call for more manufacturers to collaborate on integrations.

“As we celebrate this milestone, we’re looking toward the future,” said Jim Currier, president and CEO of Honeywell Aerospace. “If you’re developing an AAM vehicle, the time to explore a partnership with Honeywell is now. We’re eager to collaborate with companies that share our vision to transform the way we travel and create a more sustainable future for aviation.”

With so many AAM players already depending on the integration of Honeywell’s technology and systems into their aircraft—and potentially more to come—the company’s contracts and partnerships are worth tracking. Another firm to keep an eye on is avionics OEM Garmin, whose G3000 integrated flight deck will be iterated for aircraft from Archer, Joby Aviation, Beta Technologies, and most recently Embraer subsidiary Eve Air Mobility.

Combined, Honeywell and Garmin are supplying systems to just about every major electric air taxi player. The success (or failure) of those integrations could have wide-ranging implications for the industry.

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Aviation software and safety technology firm Skyryse this week announced it completed the world’s first fully automated autorotation procedure for an emergency landing—a feat certified by Guinness World Records. The flight took place on July 22 with a Skyryse-equipped Robinson R66 single-engine helicopter.

“Every year, more than 400 people lose their lives in general aviation accidents just in the United States alone,” said Mark Groden, founder and CEO of Skyryse. “Fully automated autorotation is just one example of how our technology will bring a commercial grade of safety and beyond to general aviation.”

Skyryse said it has completed “dozens” of automated autorotations. But until a few months ago, none were completely human-free. That changed in July, when the Skyrise-equipped R66 descended gently from altitude to the ground at the company’s Los Angeles-area flight test and performance facility. The helicopter’s two pilots simply sat back and watched.

Skyryse says its goal is to save lives when the engine cuts by bringing commercial-level safety to GA. The company’s autorotation technology is one of many safety features included in its universal cockpit (formerly called FlightOS) that will come standard on all Skyryse technology-equipped aircraft.

According to the Aircraft Owners and Pilots Association (AOPA), noncommercial helicopter accidents have held relatively steady over the past decade at around 80 to 100 per year. While more common than other aviation accidents, that figure is still relatively low. Perhaps the most high-profile case is the tragic death of basketball legend Kobe Bryant, his daughter, and seven other passengers aboard a Sikorsky S-76B that went down near Los Angeles in 2020.

But per the AOPA, 76 of the 87 noncommercial helicopter accidents in the U.S. in 2021—about 87 percent—were pilot-related. Maneuvering and rotorcraft aerodynamics were cited as the cause for nearly half of them.

Though July’s autorotation used a helicopter, Skyryse said its system could be equipped on any aircraft. The startup claims it has the first and only solution that works with the pilot to manage complex emergency procedures, such as engine failure, using a “reimagined” human-machine interface. The two leading causes of GA accidents between 2012 and 2021 according to the National Transportation Safety Board? Powerplant failure and loss of control in flight.

How Automated Autorotation Works

In the rare case of an emergency engine failure, Skyryse wants to take the pressure off the pilot’s plate.

In a manual autorotation, there are typically four steps. The first and most pivotal is the entry, which includes three maneuvers that must be performed in quick succession: down collective, aft cyclic, and pedal input. If the engine fails, a pilot has only about two seconds to get the collective down—otherwise, drag can cause the blade to stall, removing lift entirely.

“If you did nothing, the rotor would stop, and the aircraft would fall out of the sky like a rock,” said Skyryse test pilot Jason Trask.

Next is the glide phase, during which the pilot needs to maintain air speed, trim, and rpm, making constant, tiny adjustments. Then comes the flare, where the pilot pulls the aft cyclic to slow the aircraft down, leveling it as it approaches the ground. 

And finally, there’s the landing: a pullup on the collective and the application of pedal inputs to keep the aircraft in trim, both at the same time. It’s an oft-practiced procedure in rotorcraft training because of the necessity to get it right.

With its built-in-house, redundant flight controls and suite of sensors, the Skyryse system can recognize power failures as they happen. This kicks off a series of automated procedures: lowering pitch, aligning the nose, maintaining level flight, completing the flare maneuver, and landing at the pilot’s desired location. Throughout all of this, the pilot will press a single button.

As of June, Skyryrse has been running a daily flight test campaign with its retrofitted R66, which follows testing with a piston-powered Robinson R44 since 2018. The turbine-powered R66 is the design the company plans to use to achieve an FAA supplemental type certification for its universal cockpit.

In February, Skyryse’s system reached 100 percent means of compliance with the FAA, which the company said marked a significant advance in its certification. Ground and flight testing represent the next major hurdles.

In March, Skyryse said it plans to sell a retrofitted R66 as the first single-pilot, fly-by-wire, vertical takeoff and landing (VTOL) aircraft with IFR certification and capabilities. In its view—and that of many competitors in the space—IFR will be essential for keeping urban air mobility (UAM) aircraft in the air. The firm said Thursday that it expects to unveil the first production helicopter equipped with its tech early next year.

And last month, Skyryse announced the delivery of the first Airbus H130 helicopter from partner Air Methods. It will be integrated with Skyryse tech as part of a 2022 partnership to retrofit 400 rotorcraft and fixed-wing aircraft. Air Methods’ fleet also includes single-engine helicopters such as the Airbus H125 and Eurocopter EC130 and AS350, as well as fixed-wing designs such as the Pilatus PC-12.

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Heart Aerospace, a Swedish manufacturer of regional electric aircraft, on Monday announced it has tapped aerospace titan Honeywell to install its compact fly-by-wire flight control system on the company’s 30-passenger ES-30. 

The system is already in an advanced stage of development on multiple aircraft, including Vertical Aerospace’s electric vertical takeoff and landing (eVTOL) aircraft. Honeywell’s dedicated urban air mobility (UAM) business unit is also partnered with eVTOL makers Archer Aviation, Lilium, Hyundai’s Supernal, and other emerging aircraft manufacturers. Heart’s design, in contrast, takes off conventionally from a runway.

“We are thrilled to welcome Honeywell to the ES-30 program,” said Anders Forslund, co-founder and CEO of Heart. “With its long track record in flight controls, they are an ideal collaboration partner for Heart Aerospace as we strive to decarbonize air travel before the end of this decade.”

Added Vipul Gupta, president of electronic solutions at Honeywell Aerospace: “Honeywell’s flight controls provide the ideal solution for Heart’s mission to revitalize and electrify the regional transport market. Honeywell’s all-electric compact fly-by-wire is a ready-now solution based on decades of flight control experience in all aircraft types, and that reduces development time and risk for Heart.”

Heart’s ES-30 has a 30-passenger standard seating capacity and is driven by four electric motors powered by batteries. In its fully electric, zero-emissions configuration, it has a range of about 124 sm (108 nm), doubling to around 248 sm (215 nm) in hybrid-electric mode. The aircraft also has a maximum range of 497 sm (432 nm) with 25 passengers. Each configuration includes typical airline reserves.

The electric design features a Garmin G3000 integrated flight deck, battery systems from BAE Systems, and an electrical power distribution system made by Crane Aerospace & Electronics. It’ll be certificated under the European Union Aviation Safety Agency’s (EASA) CS-25 large aeroplanes category.

Heart is backed by a $35 million Series A funding round led by Bill Gates’ Breakthrough Energy Ventures, a consortium of billionaire backers including Jeff Bezos, Richard Branson, Mark Zuckerberg, and other CEOs, venture capitalists, and politicians.

The round also included United Airlines Ventures, the airline’s investment arm, and Mesa Air Group, which together placed purchase orders for 200 ES-19 aircraft with the option for 100 more. The ES-19 was a 19-passenger that was replaced by the ES-30 in 2022, but Heart reconfirmed United and Mesa’s orders for the new design.

Air Canada and Saab—each of which invested $5 million into the company—are on board as minority shareholders, and the former also placed an order for 30 ES-30s. Heart said it now has 250 firm ES-30 orders with options and purchase rights awarded for 120 more. 

The aircraft is expected to enter service in 2028, around the time the FAA seeks to host advanced air mobility (AAM) demonstrations in the skies over Los Angeles for the 2028 Olympic Games. Archer, whose aircraft uses Honeywell flight control actuation technology, is expected to feature.

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The company said it completed the system review with the FAA, which includes hardware, software, and human-factor components of the Skyryse system. The company said the latest milestone marks a significant advance toward certification of FlightOS, which uses a tablet-based interface to make flying easier and is meant to be used on existing certified airplanes and helicopters.

Skyryse says FlightOS is aimed at allowing “anyone to operate any aircraft safely in any situation. From skids up to set down, an entire flight can be completed with the same familiar tap-and-swipe gestures used on a mobile device.”

• READ MORE: Skyryse Raises $200 Million in Series B Fundraising

FlightOS uses a full fly-by-wire system with triply-redundant, dissimilar architecture, which the Los Angeles company said increases general aviation safety to commercial air transport levels.

“From start to finish, we have been purposeful in applying FAA-certified and compliant technologies in a new and meaningful way, improving safety and the ease of flight,” said Dr. Mark Groden, founder and CEO of Skyryse. “At Skyryse, we believe it’s a moral imperative to reduce and, one day, eliminate general aviation fatalities. Skyryse is making general aviation easier and safer by removing the complexities of managing an aircraft during standard flight, inclement weather, emergencies, and critical flight operations.”

The next step in the certification process for FlightOS requires the company to collect additional data and validate its technologies through ground and flight testing.

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In flight, I’ll witness its evolution and intelligence working behind the scenes—but it operates just under the pilot’s ability to sense it, as it diligently keeps the demons at bay. While most new turbine aircraft offer sophisticated layers of overspeed and underspeed protection, FBW FCS operates differently—rather than just jumping in to save you, it’s in the background making minute adjustments, trimming to match the current profile. Even if that profile involves losing an engine.

The Praetor 500, certificated in 2019, carries the same model designation (EMB-550/500) as its predecessor, the Legacy 450, which first flew in 2013 and entered the market in late 2015. With more than 210 flying, the Praetor series has logged more than 300,000 flight hours, and completed more than 195,000 cycles. AirSprint and Flexjet joined the fan club with Praetor additions to their charter fleets at 10 units and 39 units, respectively. With the longest range in the midsize segment, it can tackle true coast-to-coast U.S. city pairs without restriction.

Positions in the delivery queue stretch to late 2023 and early 2024. But with Embraer’s upgrade program, an operator could foreseeably find a Legacy 450 and “Praetorize” it, gaining most of the strengths of the newest model. These include new winglets, a new avionics load, updated fuel control unit wiring, and wing refueling ports.

Embraer Praetor 500 – Specifications

Fusion Up Front

Commanding the flight deck, the Collins Pro Line Fusion in the Praetor uses four large flight displays and a keypad paired with a roller-ball-equipped controller on each side of the center console.

On first approach, many modern turbine cockpits look similar—the differences come to light in the details. As I sat in the left seat prior to our flight, demo pilot Jim Barnhart began a formal briefing. He walked through the preflight sequence and revealed the thoughtful layout of the control groupings for each system. On the overhead: electrical to the far left; fire protection, fuel, and pressurization in the center left; APU and cabin in the center right; and ice protection to the far right.

The checklists on the Fusion have undergone an edit as well, and they only serve up the necessary steps in each phase of preflight, inflight, and after-landing regimes. This is an extension of the “dark and quiet” flight-deck concept pioneered by Boeing—if everything’s fine, the panel is dark and the only sounds are the wind rushing over the wings and the hum of the engines. Yes, they mounted the Honeywell HTF7500E turbofans a good 33 feet behind us, so we needed the engine indication system to be sure they were running when they’re near idle on the ground.

In flight it was a different story, as their 6,540 pounds of flat-rated thrust (up to +18 C to ISA) can propel the 500 forward at up to Mach 0.83/466 ktas at FL 410 (with four passengers and a moderate, mid-cruise fuel weight).

• READ MORE: We Fly Preview: Embraer Praetor 500

During the demo flight we spent most of our time in a range of bugged airspeeds in order to fly through several flight-envelope sequences with the FBW FCS. I hand-flew the airplane into both low-speed and highspeed excursions—but the most fun had to be the steep turns. “Put it from 45 degrees to 45 degrees, and see how fast it goes,” said Barnhart, encouraging me to test the system’s responsiveness. The FBW and other safety elements may limit your ultimate bank, but you can go back and forth with a roll rate that is truly impressive.

Into the Interior

Most Praetor 500 owners spec a seven-passenger cabin configuration with up to nine seats possible on board, in addition to the two-pilot crew.

That cabin stretches 6 feet tall and almost 7 feet wide—the widest in the class. An aft closet behind the lav section allows for 40 cubic feet of cargo to ride along inside the pressure vessel. An additional unpressurized cargo bay in the rear fuselage holds 110 more cubic fee of bags and equipment.

The interior itself holds a key to the Embraer sensibility, which not only takes into account current aesthetics, but also the upgrade potential that lies ahead. When designing the latest Praetor interior, the team factored in the concept that—as connectivity and display technology evolves—owners will want to update their passenger consoles without spoiling the fine lines. Therefore, USB ports and in-flight entertainment system controls slide out of view, and they’re housed in modular components, akin to the line-replaceable units composing the integrated flight deck avionics up front.

With upgrade paths already in place, the Praetor 500 appears well positioned for long-term ownership.

This article was first published in the Q2 2022 edition of FLYING Magazine.

The post We Fly: Embraer Praetor 500 appeared first on FLYING Magazine.

I last flew the Embraer Phenom 300E for a FLYING We Fly pilot report in March 2020, and the team at Embraer Executive Jets welcomed me and ensured that—through thorough briefings and a detailed walkaround—that I had a good grasp of the technology the makes the Praetor 500 and 600 a step up in the EMB-550 series. The tech includes the company’s proprietary fly-by-wire flight control system that I just had to fly to see how it felt from the PIC’s perch.

For more details on the Praetor 500, check out the new print issue of FLYING, Q2 2022, available now to subscribers.

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