Unlike event-triggered electronic architectures, which send information in quick bursts, the bandwidth in TTP protocols is distributed through the bus' communication system to each node at specific time intervals, meaning faults or errors in a node cannot result in too much bandwidth being assigned to a node. It was this ability to communicate continuously even through node errors that attracted Honeywell, which also took a serious look at BMW's Byteflight. The latter allows for flexibility in bandwidth use, which Cundiff said can result in excess bandwidth use by a node, an overload that potentially could knock the databus offline. For its part in the agreement with the bus maker, Honeywell will work closely with TTTech to develop additional safety features that will enhance the reliability of the bus even further, said Cundiff. The car industry is involved in an enormous effort to bring down costs and to bring down weight.
Cars are now nearly as sensitive to weight distribution as airplanes are.
Plus, the auto industry judges profits based on hundredths of a cent, a concept that's totally foreign to aviation. Of course, the so-called revolution is probably still a few years away. It will take time to adapt the automotive databus to an aviation platform, test that new platform and gain certification. The proposed certification date for the jet is June 2003, leaving precious little time to shepherd the airplane's cockpit through development, flight testing and certification to full-scale production. That's a tough position to be in, especially considering the FAA's dim view of untested avionics systems and hurried aircraft certification programs.