Level C Simulator

News from Rockwell Collins

Rockwell Collins has received $25 million in orders from the U.S. Navy for ARC-210 Gen5 radios, providing much-needed networking and interoperability solutions to warfighters. In the wake of the first production delivery to the PMA-209 Program Office in April, this order will provide hundreds of production terminals featuring software defined networking capabilities that provide a growth path to host the Soldier Radio Waveform, and eventually, Mobile User Objective System waveforms.

“There is an urgent market need for a radio with networking and modern cryptographic functionality for airborne platforms,” said Bob Haag, vice president and general manager of Communications Products for Rockwell Collins. “The ARC-210 Gen5 provides an affordable, reliable and secure networking solution with minimal integration impact for multiple types of aircraft.”

The recent NAVAIR Air Combat Electronics Program Office (PMA-209) Procurement Decision provides U.S. Navy and Department of Defense aircraft the ability to be equipped with ARC-210 RT-1939 Gen5 radios.

A form and fit replacement for existing ARC-210 radios, currently installed on more than 180 different platform types worldwide, the ARC-210 Gen5 radio recently received National Security Agency (NSA) certification, providing compliance with the NSA’s cryptographic modernization initiative. It is the first military airborne transceiver to provide a modern, embedded, fully programmable information security capability.

The ARC-210 Gen5 radio features a software-defined Multi-Waveform Architecture, which is an optimized Software Communications Architecture, embedded programmable next generation crypto and extended frequencies to 941 MHz. In addition, the Gen5 radio will provide the Joint Precision Approach and Landing System (JPALS) UHF data link capability and will support insertion of Tactical Secure Voice (TSV), Integrated Waveform, Combat Net Radio and Soldier Radio Waveform (SRW) capabilities.

Rockwell Collins continues to grow its simulation and training business in China with a new follow-on contract from Xian Simulation Science and Technology Company (XASC) to provide major components for two MA-60 full flight simulators.

This win is the sixth in a series of simulation and training programs for Chinese indigenous aircraft that Rockwell Collins has secured with XASC in the past two years.

“The rapid growth in the Chinese aviation market segment is naturally driving demand for world-class simulation and training solutions for these new platforms,” said Ron Ho, managing director, China for Rockwell Collins. “Our joint development arrangement with XASC to deliver the best training available for Chinese aircraft, including the MA-60, MA-600, as well as the C919 and ARJ-21, has been a model program on all levels.

G-IV Type Rating, Day 18 | The House of Rapp

His was our finest day of (fake) flying yet. The difference? A new instructor we were assigned — a former military pilot named Norm. Easygoing, friendly, and truly interested in teaching, Norm was a pleasure to work with. He shared his knowledge about the airplane and wasn’t just checking off boxes on a form.

A pleasant demeanor does wonders for the learning environment. It creates an atmosphere where students are not afraid to ask questions or seek clarification when necessary. With other instructors, I might just let a question go because of the manner in which it is likely to be answered. With an instructor like Norm, however, you can be assured before the issue is even raised that it will be addressed as a conversation among professional peers.

To be sure, the job at hand is a serious one, and there are things which must be accomplished during every classroom and/or sim session, but that doesn’t mean you can’t enjoy the process.

The good stuff started as soon as he entered the room. The day always starts with a pre-flight briefing, and this one was communicated so clearly and concisely that I could imagine the maneuvers while he described them. Everything was thoroughly explained, the session ran on time, and there were no surprises. First day I’ve experienced like that in this program. The other instructors are certainly knowledgeable, but as anyone who’s ever worked in the educational field can tell you, there are teachers, and there are teachers .

This was the “hot weather day”, meaning high altitude airports and high atmospheric temperatures. Aviators refer to this as high density altitude . We flew out of Denver, with an altitude of about 5,800 feet (the mile high city, right?). The 35 degree (C) air temperature produced a thin atmosphere akin to what you’d find on a normal day at 9,500 feet. You’re nearly two statute miles above sea level before you even taxi away from the ramp.

Now, the G-IV doesn’t mind those conditions at all… unless an engine fails. Then you might only get a 500 fpm climb rate if you’re at maximum gross weight. Which we were. And you’re surrounded by mountains. And, as can only be seen in a simulator, the area somehow was filled with ground fog and clouds which rose up to the flight levels. A challenging environment, but nothing a properly trained pilot shouldn’t be able to handle.