Honeywell International, Inc. is an American multinational conglomerate company that produces a variety of commercial and consumer products, engineering services, and aerospace systems for a wide variety of customers, from private consumers to major corporations and governments.Honeywell is a Fortune 100 company; in 2012 it was listed as 77th in the Fortune 500 America's ranking. Honeywell has a global workforce of approximately 130,000, of whom approximately 58,000 are employed in the United States. The company is headquartered in Morristown, New Jersey. Its current chief executive officer is David M. Cote. The company and its corporate predecessors were part of the Dow Jones Industrial Average Index from December 7, 1925, until February 9, 2008.The company's current name, Honeywell International Inc., is the product of a merger in which Honeywell Inc. was acquired by the much larger AlliedSignal in 1999. The company headquarters were consolidated with AlliedSignal's headquarters in Morristown, New Jersey; however the combined company chose the name "Honeywell" because of its superior brand recognition.Honeywell has many brands that commercial and retail consumers may recognize, including its line of home thermostats and Garrett turbochargers. Wikipedia.
Honeywell | Date: 2017-03-29
Systems, devices, and methods for authenticating a value article are provided herein. In an embodiment, a system for authenticating a value article that includes a luminescent material includes a portable computing device and an authentication device that is physically and electronically separate from the portable computing device. The portable computing device includes a microprocessor and a data receiver. The authentication device has the capacity to electronically connect with the portable computing device, and the authentication device includes an exciting light source, a photodetector, and a data transmitter. The exciting light source is provided to excite luminescent material of the value article, and the photodetector is provided to detect emitted radiation from the luminescent material after excitation. The data transmitter has the capacity to transfer a detected radiation signal or data derived therefrom from the authentication device to the data receiver of the portable computing device when electronically connected.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-20-2015 | Award Amount: 17.25M | Year: 2016
Single European Sky the vision is clearly described in the European ATM Master Plan. Reaching the goals for the European Airspace is only possible with focused and extensive technical developments on European level. One of the major challenges is making sure every actor in ATM has the right information at the right time and in a consistent manner, as ATM information is the key to many concepts developed in SESAR. Extensive research was conducted in SESAR 1 under this topic called System-Wide Information Management (SWIM). Our project addresses the technical infrastructure of SWIM as an enabler to the other projects. It will build on the SESAR 1 research results by integrating the aircraft on the one hand and the military stakeholders on the other hand into the SWIM infrastructure. The aircraft is an essential provider of information with regard to the flight trajectory and an information user, e.g. for meteorological information, which ensures a more efficient flight progress. Integration with the military will contribute to a more complete picture of the traffic situation. Both aspects will improve trajectory based operations and thus improve the experience for the passengers. The common runtime registry will extend the capability of the SESAR 1 SWIM design-time (static) registry by acting as a real-time directory, used to dynamically discover and connect to deployed SWIM services, suited best for the current request during operation, like the internets Domain Name Service. This will provide the consumers with an efficient access to the SWIM services, thus facilitating cost-effective operation. The companies involved in this project are the only ones that can deliver this kind of result. Not on their own but as the unique cooperation between air navigation service providers and air and ground industry. This ensures the capabilities not only to come up with the concepts and develop prototypes, but also to provide sustainable results usable throughout Europe.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-17-2015 | Award Amount: 45.29M | Year: 2016
The PJ 14 CNS aims to specify and develop the future Technologies coming from the Communication, Navigation and Surveillance domains in order to support and manage the Operational Services, like the 4D Trajectory Management, in the future ATM System. Performance requirements for CNS systems are becoming increasingly complex and demanding and need to be considered as part of an integrated and holistic System of Systems, which includes air and ground CNS solutions considering convergence towards a common infrastructure, and a unified concept of operations, where possible. In parallel, CNS systems and infrastructure for both airborne and ground must take a more business- and performance oriented approach with efficient use of resources delivering the required capability in a cost-effective and spectrum efficient manner. All the activities performed in the PJ 14 CNS will be developed at European Level in order to avoid a fragmented approach and to ensure the interoperability as depicted in the ICAO Global Air Navigation Plan (GANP). The CNS technologies support the GANP in terms of: Airport Operations Globally Interoperable System Data Optimum capacity and flexible flights The PJ 14 aims to develop and improve solution, not already available, from the technological point of view to support the future ATM global system, according the timeframe addressed by the ATM Master Plan, mainly in: Surface Data Sharing to let a huge data exchange for an effective and efficient airport operations and awareness New Data Communications infrastructure to reduce the ATCo Workload avoiding misunderstandings and improve the efficiency Collaborative Air Traffic Management to support the ATCos, pilots, airport operators to improve the situation awareness Optimisation of Capacity, Flexible Use of Airspace and Turn-around operations to avoid congestion in ATM domain In the PJ14 all the main stakeholders are involved to ensure that all the operational needs are well considered.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-21-2015 | Award Amount: 49.25M | Year: 2016
One of the main obstacles of reaching Single European Skys objectives is management of flight trajectories. Inaccuracies are difficult to spot and information given to stakeholders about the trajectory is limited, arriving late, and full of inconsistencies and wrong assumptions. Military Flights are currently not integrated in the ATM-system, so demanding special treatment. Additionally, there is a lack of complete, updated, unique and coherent aeronautical and meteorological information at European level, which again limits the accuracy of the predicted trajectory and so difficult detecting incoming issues and designing optimum solutions. This project addresses solutions for the above limitations. Harmonized and global trajectory information sharing, including improved negotiation mechanisms, will enable significant operational benefits on flight management. The aim is to enable a unique and integrated view of all flights trajectories (including military ones) among the stakeholders. This is improved thanks to new tools and capabilities ensuring all stakeholders are managing a single, updated and complete view of the forecasted meteorology and airspace configuration. Both solutions above will increase safety and efficiency - a very important step towards ensuring that anyone can fly safer, cheaper and quicker in Europe in 10 years. As so many stakeholders are involved, this issue cannot be solved at national level. All stakeholders (mainly air navigation service providers, as well as air and ground industry partners) need to be involved as all will need to perform changes to ensure successful implementation. The SESAR 2020 Programme is the only place where this can happen. In this project we have ensured participation of the major ATM stakeholders which ensures having the knowledge and expertise to come up with the concepts, prototypes and platforms to provide sustainable results usable throughout Europe.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-05-2015 | Award Amount: 19.77M | Year: 2016
The project PJ.03a is part of the SESAR 2020 Multi Annual Program for the period 2016-2019. It is allocated to the Industrial Research & Validation phase, developed under the SJU Private Public Partnership and will contribute to the key feature High Performing Airport Operations. The future European ATM system relies on full integration of airports as nodes into the network. In this context, PJ.03a is intended to identify and validate operational and technological solutions aiming at enhancing airport operations. One of the main objectives is to improve the predictability of ground operations in all weather conditions. The implementation of collaborative decision making process involving all relevant stakeholders will ensure an optimization of airport resources allocation. This feature will rely on enhanced integration between aircraft and ground systems which is expected to be achieved through the full implementation of the SWIM concept. It is also important to increase the efficiency and safety of airport operations by improving the current infrastructures and CNS systems. The availability of more accurate navigation information through the use of GNSS (augmented) systems, an automated switching of taxiway lights and (virtual) stop bars according to the AGL service, data link information exchange between controllers and pilots/vehicle and the on-board availability of advanced vision systems will result in an increased situational awareness with an impact on safety. PJ.03a will also focus on the integration of RPAS surface operations into airport operations to ensure, to the maximum extent possible, their compliance with the existing rules and regulations defined for an environment dominated by manned aviation. All those aspects will be assessed through ad hoc validation activities (both FTS and RTS) in different airport environments with different validation platforms to increase the significance of the results based on a broad range of representative layouts.
Agency: European Commission | Branch: H2020 | Program: ECSEL-RIA | Phase: ECSEL-07-2015 | Award Amount: 20.53M | Year: 2016
Embedded systems have significantly increased in technical complexity towards open, interconnected systems. This has exacerbated the problem of ensuring dependability in the presence of human, environmental and technological risks. The rise of complex Cyber-Physical Systems (CPS) has led to many initiatives to promote reuse and automation of labor-intensive activities. Two large-scale projects are OPENCOSS and SafeCer, which dealt with assurance and certification of software-intensive critical systems using incremental and model-based approaches. OPENCOSS defined a Common Certification Language (CCL), unifying concepts from different industries to build a harmonized approach to reduce time and cost overheads, via facilitating the reuse of certification assets. SafeCer developed safety-oriented process lines, a component model, contract-based verification techniques, and process/product-based model-driven safety certification for compositional development and certification of CPSs. AMASS will create and consolidate a de-facto European-wide assurance and certification open tool platform, ecosystem and self-sustainable community spanning the largest CPS vertical markets. We will start by combining and evolving the OPENCOSS and SafeCer technological solutions towards end-user validated tools, and will enhance and perform further research into new areas not covered by those projects. The ultimate aim is to lower certification costs in face of rapidly changing product features and market needs. This will be achieved by establishing a novel holistic and reuse-oriented approach for architecture-driven assurance (fully compatible with standards e.g. AUTOSAR and IMA), multi-concern assurance (compliance demonstration, impact analyses, and compositional assurance of security and safety aspects), and for seamless interoperability between assurance/certification and engineering activities along with third-party activities (external assessments, supplier assurance).
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-04-2015 | Award Amount: 36.90M | Year: 2016
EUROCONTROLs 2013 Challenges of Growth Report by 2035 more than 20 airports are operating at 80% or more of capacity for 6 or more hours per day drives ATFCM airport delay up from around 1 minute/flight in 2012 to 5-6 minutes in 2035. Whereas social, economic and environmental constraints impede building new runways, secondary airports are hindered by technical, infrastructure and meteorological limitations from absorbing additional traffic. EARTH unites key European aviation partners combining the right expertise and investment to address issues and drive deployment of operational and technical improvements to enhance infrastructure, increase traffic throughput whilst preserving safety and environment. Aligned with the ATM-Masterplan, EARTH focuses on separation and procedures to improve runway and airport throughput considering wake-vortex, weather, environment and noise whilst taking account of different traffic demand, future aircraft capability and airport configurations. Partners validate reduction of arrival/departure separations delivered through optimised runway delivery support tools and study new procedures designed to reduce environmental and noise impact whilst confirming increased runway throughput enabled by ground and on-board space-based augmented navigation systems including GBAS and SBAS. Partners investigate independent rotorcraft operations, fixed-wing and helicopter non-interfering simultaneous approaches, on-board and low-cost ground technology improving access to secondary airports in low visibility, optimising single and multi-runway operations in mixed-mode and dependent runway configurations and enhanced terminal airspace operations through curved approaches. EARTH supports the SESAR Deployment regulation and addresses European concerns on environmental sustainability, reduction of noise and fuel consumption and brings low cost improved access to regional airports making regions economically attractive with potential for new jobs.
Agency: European Commission | Branch: H2020 | Program: SESAR-IA | Phase: SESAR.IR-VLD.Wave1-27-2015 | Award Amount: 27.80M | Year: 2016
DIGITS will contribute to reinforce the Enabling Aviation infrastructure key feature of SESAR 2020 by demonstrating the ATM benefits that can be realized through the use of downlinked 4D trajectory data in ground systems. The project proposes, in a close to operational environment and in fully representative operational conditions, a set of tightly coordinated development and demonstration actions of key airborne and ground stakeholders in Europe. The airborne industry will develop up to certification the worldwide first airborne unit capable of downlinking ADS-C data according to ATN Baseline 2 standard in compliance with PCP AF#6 (Initial Trajectory Information Sharing). The ANSPs and ground industry will build up pre-operational system platforms capable of receiving and processing ADS-C data including the Extended Projected Profile (EPP). These platforms will e.g. display the shared trajectory data to controllers on their working positions and integrate it in the Flight data Processing systems for the enhancement of the ground Trajectory Prediction. DIGITS plans to have revenue flights becoming available gradually as from mid 2018. These commercial flights will downlink ADS-C data to be processed in ATM ground systems of four participating ANSPs, covering together a substantial part of European airspace and air traffic under a variety of operational conditions. Demonstrations will be done in a shadow mode system set-up, supported by further offline analysis and post-processing. Project partners will make significant efforts to assess together with operational experts the benefits of initial trajectory sharing, its system impacts, potential human performance impacts and opportunities for further ATM performance improvements. DIGITS will bridge the gap between the early validation of the Trajectory Based Operations concept achieved in SESAR 1, also known as initial 4D, with successful flight trials in 2012 and 2014, and the deployment of PCP AF#6.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-15-2015 | Award Amount: 15.94M | Year: 2016
Safety is at the core of ATC. However, safety is interrelated with efficiency. Air and Ground Safety Nets have been developed to increase the achieved level of safety. Necessarily, Ground and Air Safety Nets have to evolve to keep up with the challenges originating from ever increasing traffic density and complexity. ATM evolutions necessary to safely handle increasing traffic demand or to improve efficiency of air transportation impose new challenging requirements on existing Safety Nets. Future Air and Ground safety nets need to support Trajectory Based Operations and new separation modes: they must provide necessary alerts for actual or potential hazardous situations in an efficient way and avoid or minimise unnecessary alerts. The SESAR 2020 PJ11-CAPITO project will anticipate these required evolutions to maintain, and if possible improve the level of safety. It will also support the safe integration of new airspace users such as Remotely Piloted Aircraft Systems (RPAS) in ATM. PJ11-CAPITO work is focussed on developing and validating requirements in five solutions: one addressing the ground safety nets (in particular Short Term Conflict Alert) and four focussing on the development of specific variants of the new generation of Airborne Collision Avoidance Systems: ACAS Xa for commercial aviation, ACAS Xu for RPAS, ACAS Xo for Specific operations such as parallel approaches, and ACAS Xp for General Aviation. Airborne Collision Avoidance Systems need to be interoperable worldwide, which is primarily ensured through the standardisation process. PJ11 CAPITO will federate European requirements capture and ensure that they are taken into account in the global standardisation processes. PJ11 CAPITO unites key European aviation partners including Air Navigation Service Providers, Ground Industry, Airborne industry and EUROCONTROL so that required complementary expertise is available to achieve these ambitious objectives.
Agency: European Commission | Branch: H2020 | Program: SESAR-RIA | Phase: SESAR.IR-VLD.Wave1-12-2015 | Award Amount: 34.72M | Year: 2016
In order to meet forecast traffic growth, PJ01 will develop concepts, tools and procedures to increase the capacity of Terminal Manoeuvring Areas (TMAs) in a safe, cost-effective and environmentally sustainable manner. This will be achieved by taking advantage of the latest technological developments from both an airborne and a ground-system perspective and through the secure sharing of data. The needs of all Airspace Users will be addressed including General Aviation and Rotorcraft. All types of European TMA environments will be considered. For low to medium density/complexity TMAs the driver will be to exploit the environmental benefits achieved from Continuous Climb Operations, Continuous Descent Operations and improved arrival sequencing. For the capacity-constrained high-density/complexity TMAs, particularly including multiple airports, the focus will be to minimise delays and improve resilience alongside providing environmental benefits. This will be achieved by enhancing arrival and departure management by the dynamic use of precision navigation routes. Traffic flows will be optimised by improving the integration of the management of arrivals with departures and by improving the capability to balance traffic demand and available capacity across the network and airports. To provide increased resilience in poor weather and a reduction in go-arounds, investigations will assess the use of tools that display traffic information in the cockpit. This will help manage airborne spacing, sequencing and merging with other aircraft, under the overall control of Air Traffic Control in systemised airspace. To ensure that the full benefits are achieved and that the expected performance improvements are realised in the context of the overall ATM network, close co-ordination will take place with other projects, particularly those addressing airport management, network management, separation management and the overall content integration within the programme.