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The power and thermal management system (PTMS) developed by Honeywell for aircraft is an integral approach combining the functions of the auxiliary power unit (APU), emergency power unit (EPU), environmental control system (ECS), and thermal management system (TMS). The next generation PTMS discussed in this paper incorporates the new more electric architecture (MEA) and energy efficient aircraft (EEA) initiatives. Advanced system architectures with increased functionality and further integration capabilities with other systems are included. Special emphasis is given to improvements resulting from interactions with the main engine, main electric power generation, and flight actuation. The major drivers for advancement are highlighted, as well as the potential use of new technologies for turbomachinery, heat exchangers, power electronics, and electric machines. More advanced control and protection algorithms are considered.

This paper presents new concepts for improving management of the electrical load power regeneration of an aircraft. A novel electrical system that allows for load regeneration back to the distribution bus is described. This approach offers the benefits of reduced weight, volume, and cost, as well as improved reliability. Also described is an electrical machine control mechanism that creates motor power to run the prime mover (i.e., the main engine to dissipate the regenerated power). Instead of main engine generation, this approach can be applied to an auxiliary power unit (APU) or power and thermal management system (PTMS). Background information regarding the regeneration concept is presented. The concept definition and the various modes of operation of the improved system are analyzed and described in detail. Results from the dynamic simulation of the system model are included.

The aircraft power and thermal management system (PTMS) developed by Honeywell combines the functions of an auxiliary power unit (APU), emergency power unit (EPU), environmental control system (ECS), and thermal management system (TMS) in one integrated system. For the F-35 aircraft this approach resulted in a substantial reduction in overall aircraft size and weight as compared to configurations using separate “federated” secondary power systems. Future aircraft incorporating the new more electric architecture (MEA) and energy efficient aircraft (EEA) initiatives are likely to benefit from this integrated approach as well, but they are also likely to require increased electric power generation capability, greater cooling capacity and higher operating efficiency.

This paper addresses the implementation of electric taxiing without the use of main engines by using electric propulsion of the landing gears. Substantial progress in this area has been achieved by Honeywell Aerospace and Safran in a joint initiative for developing an electric green taxiing system (eTaxi). Considerable analysis, design, fabrication, and testing have already been completed, which culminated in a demonstration at the Paris Air Show (PAS) in 2013. The eTaxi system has been installed on an A320 airplane that uses the auxiliary power unit (APU) to generate electric power to provide propulsion to two wheels of the main landing gear. The main advantages of such a system are reduction of fuel consumption and audio noise, reduction of CO2 , carbon and nitrous emissions, reduced engine foreign object damage (FOD) exposure and fast-turn time savings by elimination of the ground tractor for pushback operation.