Honeywell Close to APEX Flights

Since it was unveiled last year, Honeywell has been pushing forward the technology required by its new APEX family of advanced general aviation cockpits--and is close to flight testing the first elements.

APEX (branded Bendix/King) is an integrated avionics system that will display key flight information using lifelike "real world" graphics that should make IMC flying more like VFR operation.

The APEX system will use a new visual reference technology called Visual Cueing and Control (VC2) that provides an "out-of-the-window" picture for the pilot, showing the horizon in the distance and a simulated view of the ground passing below. Symbology for significant features such as runways, will appear in the image, always orientated as they would be if cloud or fog did not obscure the pilot's view. APEX also features new integrated electronic attitude, heading and air data sensors and central control of radios, flight controls and safety systems.

APEX uses Honeywell's Digital Engine Operating System (DEOS) which was developed for Primus Epic family of business aviation and regional jet cockpits. APEX also features a similar open-architecture software approach to that found in Epic, allowing system configurations to be tailored to specific aircraft, and for third-party devices to be added.

Honeywell is currently finalizing the APEX system's design for the three baseline configurations that will be on offer--APEX 1000 for basic single-engined aircraft and helicopters; APEX 2000 for "high-end" singles, multi-engined aircraft and helicopters; and APEX 9000 for turboprops and light business jets. Honeywell has tested the open bus structure, and the all-new MEMS (micro-electromechanical sensors) that replace conventional spinning mass gyros and accelerometers in the AHRS.

By the end of this year, Honeywell expects to have the APEX system in the air aboard a company Cessna 172 testbed. The initial aim will be to prove the databus architecture, which uses a low-cost TT bus adopted from the automotive industry. Databus testing will concentrate on design, installation and EMI (electromagnetic interference) issues.

The next test objective will be to approve the display technology and the implementation of the MMI (man-machine interface) concepts into such a basic aircraft. John Uczekaj, head of Honeywell's regional and general aviation avionics business noted that, "bringing this level of MMI into the 'lower end' of the market will require a lot of pilot feedback. We will want to get a lot of hands-on experience with system to be sure that we are really meeting people's needs."

The third important test point will be the validation of the MEMS technology that replaces gyros at a microchip level. Honeywell acknowledges that this new technology has yet to prove itself, and so the company will be concentrating intensely on proving its reliability.

Honeywell is in discussion with Cessna, Socata and Pilatus--three companies that it has identified as potential lead customers for APEX. While Honeywell will not name any specific programs for which APEX has been earmarked, it is examining fitting the system both to all-new designs and retrofitting to current aircraft.

APEX is intended for use from the very smallest single-engined piston types through the coming crop of "micro" jets, and up to the level of small business jets in the class of the Cessna CJ1. Honeywell has also had some early discussions with Pilatus about fitting the APEX system to the Swiss company's PC-21 next-generation military turboprop trainer, which is now in its proof-of-concept stage. According to Uczekaj, "with APEX we can build an avionics system that is adaptable to whatever any OEM can come up with."

-Robert Hewson