Airbus RDR 4000

Honeywell Proprietary

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1 Airbus RDR-4000 IntuVue™ Weather Radar – August 7, 2013

RDR-4000 IntuVue™ Weather Radar Pilot Training for Airbus Aircraft

Roger Moore C&PS – Flight Technical Services

www.mygdc.com

Please dial-in for the audio portion of the webinar

International: +1 (703) 639-1307 US/Canada: +1 (866) 793-1301

Presenter

Presentation Notes

Welcome to the Honeywell RDR-4000 IntuVue Weather Radar Pilot Training Webinar.

http://www.mygdc.com/


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This work contains valuable confidential and proprietary information. All proposals, reports, drawings, specifications, data, information, or other material, whether accompanying this notice or separately supplied in furtherance of this Proposal, are the property of Honeywell, Inc. are disclosed by Honeywell only in confidence, and, except as Honeywell may otherwise permit in writing, are to be used, disclosed, or copied only to the extent necessary for the evaluation thereof by recipient, or by the end–use customer or higher–tier contractor or subcontractor between said customer and recipient, in furtherance of the purposes by which this Proposal is made by Honeywell. Disclosure by recipient to such end–use customer or higher–tier contractor or subcontractor shall be made by recipient only under the same restrictions as the original disclosure to recipient by Honeywell. The foregoing shall not apply to any of such material to the extent that the contents (i) are now, or subsequently become, available to the public without payment, (ii) were previously known to recipient, or (iii) subsequently become otherwise known to the recipient without restriction. All such material, together with all copies thereof, is to be returned to Honeywell when it has served its purpose, or shall be otherwise disposed of as directed by Honeywell.

This unpublished work is protected by the laws of the United States and other countries. If publication occurs, the following notice shall apply: Copyright 2013, Honeywell Inc. All Rights Reserved.

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2

Confidential & Proprietary Notice

Presenter

Presentation Notes

This presentation is Honeywell proprietary information and is subject to export restrictions.


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Training Modules

• A Quick Review

• 3D Volumetric Buffer

• Operational Modes

• Operational Mode Review

• Operational Examples

• In Service Experience

Presenter

Presentation Notes

This training is broken into modules. These modules will build upon each other providing a basis for understanding and using the RDR-4000 system. The modules should be viewed in order. They will compare the RDR-4000 to conventional radar, look at the heart of the system - the 3D volumetric buffer and the operational modes it provides. At the end, we’ll pull it all together by showing some operational examples and In-Service experience.


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It’s Easier to Use, But it’s Different

Presenter

Presentation Notes

The RDR-4000 is much easier to use, but it’s different. It automates many of the tasks required by conventional radar, but does them in a different way. So, a good starting point would be a quick review of conventional, tilt based radar operation and then we’ll see how the RDR-4000 makes life easier.


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Conventional Tilt Based Radar

Presenter

Presentation Notes

With a conventional tilt based radar, the system sweeps an area ahead of the aircraft based on the selected tilt angle. There is a one-to-one correspondence between the antenna sweep and what is shown on the display. It provides reflectivity information in two dimensions, azimuth and range.


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Cruise - Ground Park

Presenter

Presentation Notes

For detection, most crews use a technique called the “cruise ground park” technique, or, it could be referred to as establishing a protection zone. Whatever it’s called, the technique is the same. Lowering the beam until ground returns appear at the outer edge of the display. The technique has two main benefits. First, storm cells are easily identified because they walk out of the ground returns. And secondly, if there isn’t a radar shadow behind the cell then we know the radar’s signal hasn’t been attenuated. This technique detects all cells, but analysis is still required in order to make a deviation decision.


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1 degree at 40nm = ? feet 1 degree @ 40nm = 40+00 = 4000 feet An Air Transport Antenna has a 3º beamwidth 3 Degrees @ 40nm = 12,000 feet

60nm

1° = ? Feet

1 degree at 60nm = ? feet 1 degree @ 60nm = 60+00 = 6000 feet ~ 1nm

General Form

VOR Form

Analysis – 1:60 Rule

Presenter

Presentation Notes

For analysis, we manipulate the tilt control and build a mental picture of the weather ahead. The vertical extent of the cell can be determined using the 1-in-60 rule Remember the 1-in-60 rule from early navigation training. If you are 60nm from a VOR station and 1 degree off track, you are 1nm off track. For radar there is an easier form of the rule. Just take the range, add two zeros and that will tell you how many feet one degree is at any range. For example, at 60nm, add two zeros and one degree at 60nm is 6,000’ which is very close to 1nm. At 40 nautical miles, one degree is 4,000’. An air transport antenna has a 3-degree beamwidth, so at 40nm it is 3 times that, or 12,000’ tall and wide


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0 10 20 40 80 160 320

3000 6000 12000 24000 48000 96000 X-Band 30

BEAMWIDTH IN FEET

nm

Antenna Beamwidth

Presenter

Presentation Notes

This simple rule can be used in several ways. First, the beam is extremely large at long ranges. At 320nm it is over 96,000’ tall and wide in this example Second, close to the aircraft the beam is very narrow and at high cruise altitudes is entirely in less reflective frozen ice crystals. This also explains why a cell detected at longer ranges requires continuous down tilt to track the cell as it gets closer ,or it will disappear under the beam as it gets narrower And lastly, it can be used to measure the height of a cell.


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40nm 1-Degree

@ 40nm = 4,000’

12,000’

8,000’

4,000’

0’

Analysis

-8,000’

-4,000’

-12,000’

1. For a 3-Degree Beam ½ Beamwidth = +1.5 degrees

38,000’

Presenter

Presentation Notes

To explain, here is a quick example. The aircraft is in cruise flight at 38,000’ and a cell is detected 40nm ahead. The analysis will be done relative to the aircraft altitude of 38,000’ Start by raising the tilt ½ of the antenna’s beamwidth, or 1-1/2 degrees for the 3-degree air transport antenna used in this example. That puts the bottom of the beam parallel to the flightpath.


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40nm 1-Degree

@ 40nm = 4,000’

12,000’

8,000’

4,000’

0’

+3

+2

+1

Analysis

-8,000’

-4,000’ -1

-2

-3 -12,000’

1. Raised beam another ½ degree 2. Frozen storm tops begin to disappear

38,000’

Presenter

Presentation Notes

Now raise the beam until the returns begin to disappear. Keep in mind the aircraft is at 38,000’. Tilting up will cause the radar to look mainly at less reflective frozen ice crystals.


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40nm 1-Degree

@ 40nm = 4,000’

12,000’

8,000’

4,000’

0’

+3

+2

+1

Analysis

-8,000’

-4,000’ -1

-2

-3 -12,000’

1. Increase gain to MAX

38,000’

Presenter

Presentation Notes

The gain can be increased to maximum allowing us to better see the frozen particles, and get a better measurement of the height of the cell. Now, increasing the tilt may be continued until the top of the cell disappears.


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40nm 1-Degree

@ 40nm = 4,000’

12,000’

8,000’

4,000’

0’

+3

+2

+1

Analysis

-8,000’

-4,000’ -1

-2

-3 -12,000’

1. Wet storm top disappears at +3.5

38,000’

+3.5 +1.5 -------- +2.0 = +8,000 38,000’ +8,000’ ------------ 46,000’

Presenter

Presentation Notes

The cell completely disappears at +3.5 degrees up tilt. The exercise started at +1.5 degrees, so the beam was raised a total of 2 degrees. At 40nm one degree is 4,000’ so the beam was raised a total of 8,000’ The aircraft is at 38,000’ so, the wet top of this cell is at 46,000’ The course of action in this case is obvious. The cell directly ahead should definitely be avoided since the wet top exceeds the aircraft altitude. There is always a trade-off when making a deviation decision. Analysis should be completed allowing enough time to negotiate a deviation with ATC, but close enough to the weather to have adequate resolution for effective analysis. At 40nm 1-degree is 4,000’, at 80nm it’s 8,000’ and at 100nm it’s 10,000’. For cases where the cell is much higher or lower than the aircraft that isn’t an issue. The in-between cases are more difficult to evaluate.


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Conventional Tilt Based Radar

Presenter

Presentation Notes

Before moving onto the RDR-4000 a discussion about reflectivity, which is what a radar measures, is in order. Radar does not directly measure rainfall rate. It measures how much of the transmitted energy is reflected back to the radar. The amount of reflected energy is proportional to the rainfall rate, and is represented by the different colors on the display. The problem is that rain is not the hazard that needs to be avoided. What really needs to be avoided is the turbulence associated with convective activity. So then, why do we even look at the colors ?


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For Convective Weather !

Color Levels vs. Probabilities

Presenter

Presentation Notes

The colors give us some indication of the “probability” of turbulence and hail size. In the chart on the left, at the beginning of red (40dBz), indicates a 40% chance of moderate turbulence and a 5% chance of severe turbulence. The same with hail size probability. This isn’t the probability that there will be hail, but rather, if there is hail, what size it is likely to be. It can be said that probability and statistics is the science of proving nothing. If there is a 40% chance of moderate turbulence that means there is also a 60% chance there isn’t.


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Convective Activity

Presenter

Presentation Notes

Well, there is a 100% guarantee that a flight through this cell would encounter turbulence. At the bottom of the previous chart there was a note stating the chart was for convective weather. So, there is a need to first determine the weather in question is convective for the chart to apply. And so, the radar should be used as a tool to detect convective activity, not just rainfall.


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It’s Easier to Use, But it’s Different

Presenter

Presentation Notes

Convective activity is detected by looking at the vertical development, or extent of cells and how much moisture is carried aloft. So altitude is the important third dimension. Conventional radars only provide range and azimuth information. The RDR-4000 captures altitude information and uses it in the automatic detection and manual analysis modes to provide additional information to assist in making deviation decisions. The RDR-4000 is subject to the same physical limitations as a conventional radar but it provides modes to help reduce work load. As the description of the RDR-4000 progresses, note how altitude information is used to help the pilot make informed decisions.


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Training Modules

• A Quick Review






Presenter

Presentation Notes

This module will examine the heart of the RDR-4000 system, the 3D volumetric buffer.


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RDR-4000: 3-D Volumetric Scanning

A Complete 3D Picture of Weather & Terrain 320nm

Presenter

Presentation Notes

One of the first things a pilot will notice about the RDR-4000 system is there is no tilt control. The system automatically and continuously scans and collects weather and ground returns from the nose of the aircraft out to 320nm and from the ground to 60,000 feet.


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3-D STC

Makes Frozen Storm Tops More Visible

Presenter

Presentation Notes

For scans above the freezing level the system automatically increases the gain to make less reflective frozen storm tops more visible.


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3-D Volumetric Scanning

Ensures Most Reflective Part of Storm is Detected

Presenter

Presentation Notes

The scanned information is stored in a 3D volumetric buffer, or memory, and, is continuously updated and compensated for aircraft movement


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Corrected for Earth’s Curvature Effect

Presenter

Presentation Notes

The data is also corrected for the earth’s curvature, so the altitudes displayed by the system are true MSL altitudes


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36.9 44.0 27.4

60 NM 120

NM 150 NM

Earth’s Curvature Effect

FL 250

Presenter

Presentation Notes

If left uncorrected, the effect of the earth’s curvature can be quite significant. In the picture shown, the aircraft is at FL250. However, because of the earth’s curvature the center of the beam is Above 27,000 feet at 60nm, Almost 37,000 feet at 120nm, And, 44,000 feet at 150nm.


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3-D Volumetric Memory Buffer

Contains Weather and Ground Returns

Presenter

Presentation Notes

The automatic scanning stores all of the weather and ground return information in the 3D buffer memory


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Internal Global Terrain Database

100% World-wide Terrain Coverage

Presenter

Presentation Notes

The system also contains an internal worldwide terrain database that is a version of our EGPWS database but without airports, runways, and obstacles. Because the RDR-4000 uses only the terrain information, regularly scheduled updates are not required.


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Weather Modes

Ground Returns Removed

Presenter

Presentation Notes

The terrain database allows the radar to distinguish between weather and ground returns. This allows the display of only weather information in the weather modes, and only ground returns in the ground MAP mode. In the ground MAP mode the ground returns are provided by the radar returns and not the internal terrain database. This allows for an independent verification of position.


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Enhanced Turbulence Detection

• What is it? – Automatic turbulence detection – Provided out to 40 nm – More sensitive – First system certified to new FAA

Enhanced Turbulence Minimum Operational Performance Standard (MOPS)

• What does it provide? – Fewer false indications – Increased detection accuracy – Up to 12 times more sensitive – Improved correlation between

turbulence and the predicted g-forces – Easier to see magenta blocks

• +/-5000’ around aircraft altitude

Presenter

Presentation Notes

Other information put into the 3D buffer includes enhanced turbulence data. Turbulence detection is automatic and is provided out to 40nm for any range selection, if enabled. The RDR-4000 is the first system certified to the FAA’s new enhanced turbulence minimum operational performance standard, or MOPS. It provides more sensitive and accurate turbulence information with fewer false alerts and improved correlation to predicted aircraft g-forces. It is up to 12 times more sensitive than current systems, and is displayed +/-5000’ feet around the aircraft ‘s altitude


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3D Volumetric Buffer

Latitude/Longitude Altitude Range Reflectivity Turbulence Weather/Ground

Presenter

Presentation Notes

Think of the 3D volumetric buffer as a giant rubix cube Each square is at a certain position in range, azimuth, latitude/longitude and altitude. In each of these squares, information is stored about reflectivity, turbulence and if the return is from weather or ground.


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Flight Path vs. 3D Buffer Data

Primary Weather

Secondary Weather

Presenter

Presentation Notes

Since there is no tilt control, the pilot is not using the control panel to control the radar, but rather using it to request information from the 3D buffer. This information can be presented in many ways, including comparing the buffer to the aircraft’s flight path, and displaying the weather on the flight path in solid colors as shown here SLIGHT PAUSE


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Flight Path vs. 3D Buffer Data

Primary Weather

Secondary Weather

Presenter

Presentation Notes

And weather outside of the flight path is displayed in a different pattern as shown here This display is from the A380 which includes a vertical display of weather, shown here as an example to illustrate how weather on and off of the flight path is shown on the NAV display.


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Constant Altitude Horizontal Slices

Weather “slice” at 22,000 feet

Weather “slice” at 12,000 feet

Presenter

Presentation Notes

The pilot can also extract altitude slices out of the buffer, corrected for the earth’s curvature, and display them on the ND. Here we have the same storm cell with slices extracted at 12,000’ and 22,000’. This analysis mode provides a simple means for making deviation decisions.


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Training Modules

• A Quick Review






Presenter

Presentation Notes

This module will describe the operational modes provided by the 3D buffer


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Auto Modes – ALL & ON PATH Captain’s

Mode Selection First Officer’s

Mode Selection System Control

Captain’s Altitude Selection

First Officer’s Altitude Selection

Gain Control

Presenter

Presentation Notes

The AUTO Modes will be discussed first. The auto modes are the automatic detection modes of the radar. Airbus aircraft have two forms of Auto mode called ALL and ON-PATH


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AUTO Modes

• Analyzes data in the 3-D volumetric buffer to: – Show weather relevant to the

aircraft’s flight path in solid colors

– Show weather secondary to the aircraft’s flight path in cross-hatched colors

– Based on Vertical Flight Path: • Vertical rate • Ground speed • Extrapolated to 60nm,

then fixed

Primary Weather

Secondary Weather

Presenter

Presentation Notes

In ALL mode the system analyzes the data in the 3D volumetric buffer and compares it to the aircraft’s vertical flight path It then shows weather in the flight path in a solid pattern and weather away from the flight path in a hashed pattern.


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Aircraft below FL250

• Straight & Level Flight Path or Vertical Flight Plan

• Display maximum weather at +/- 4000 feet in solid pattern

• Display secondary weather in cross-hatch pattern

FL250

ALL Mode - Low Altitude

Presenter

Presentation Notes

Here are some examples. In the first one the aircraft is straight and level below 25,000 feet. Both storm cells are a threat based on the flight path and the display would look like a normal radar display with both cells displayed in solid colors. The normal envelope around the flight path is +/-4000’ for weather. Turbulence information is displayed +/-5000’ around the aircraft’s altitude.


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Aircraft below FL250, climbing

• Display maximum weather along flight path +/- 4000 feet


FL250

FL100

ALL Mode - Low Altitude, Climbing

Presenter

Presentation Notes

Now, the aircraft begins a climb to cruise altitude. The cell closer to the aircraft is in the flight path envelope and is still shown in solid colors, but the second cell is way below the flight path and will be shown in a hashed pattern indicating it is outside the flight path. Flight path is determined by using vertical rate and groundspeed and is extrapolated out to 60nm because we don’t assume the aircraft will climb or descend forever. At 60nm that altitude is used as the altitude beyond 60nm.


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FL250

Aircraft above FL250

• Above FL290, lock minimum display altitude to FL250, maximum altitude to +4000 feet from aircraft altitude

• At FL250 display maximum weather around flight plan +/- 4000 feet


FL100

ALL Mode - Descending

Presenter

Presentation Notes

In this example, the aircraft is at cruise altitude, but beginning a descent. Based on the new flight path the second cell will now change from the hashed pattern to the solid pattern indicating that it is now in the aircraft’s flight path.


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Aircraft above FL250

• Display maximum level of relevant weather from FL250 up to +4000’ feet above the aircraft


FL250

ALL Mode - Normal Cruise Flight

Presenter

Presentation Notes

The normal envelope around the aircraft is +/-4000’. However, when the aircraft passes through 25,000’ the bottom of the envelope becomes fixed at 25,000’ and goes to 4,000’ above the aircraft altitude. Most inadvertent turbulence encounters, especially at night, are due to less reflective frozen storm tops. The RDR-4000 system does several things to make these cells more visible. First, in the collection process the gain is increased when scanning at higher altitudes. Second, the floor of the flight path envelope never goes above 25,000’, and third, what is displayed is the maximum reflectivity at any point from 25,000’ to 4,000’ above the aircraft altitude.


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Base Reflectivity

Presenter

Presentation Notes

This concept is very similar to the National Weather Service images. They provide two types of reflectivity data, called base and composite reflectivity The image shown is a base image. Think of this image as showing the rainfall at the surface.


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Base Reflectivity

Presenter

Presentation Notes

On a base scan the system uses a single tilt angle and shows the base reflectivity data. What is shown here is a single base scan on a column of weather, outlined in blue, that would result in green being displayed.


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Composite Reflectivity

Presenter

Presentation Notes

A composite image is collected over many sweeps. In the next scan the reflectivity has increased and would be yellow.


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Presenter

Presentation Notes

In the next scan the reflectivity has increased further and is red. In a composite image the maximum reflectivity in the entire column is used. So in the left column the maximum reflectivity is yellow, in the center it is red, and on the right green. Think of a composite image as a worse case image. It is showing the worst possible weather, or maximum reflectivity in a given volume.


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Presenter

Presentation Notes

This is the result of a composite image for the same area


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Base vs. Composite Reflectivity

Base Reflectivity Composite Reflectivity

Presenter

Presentation Notes

Looking at them side-by-side the composite image shows more returns as expected. Base reflectivity is useful for showing where it is raining on the ground. But since airplanes don’t fly at ground level, it is more useful to see what is happening at the higher altitudes. And this is what the 3D volumetric buffer essentially shows, composite reflectivity. But some enhancements have been added to help since airplanes fly at a wide range of altitudes. To better explain this concept, here is an example of a typical storm cell


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Primary/Secondary WX & Maximum Reflectivity

6,560

13,120

19,680

26,240

32,800

39,360

Presenter

Presentation Notes

The solid lines in this cross section represent iso-echo contours, or lines of constant reflectivity. At the top of the cell the reflectivity is only 20dBz and would normally be shown as light green on the display. Notice the arrows in the picture. They represent the wind speed and direction within the cell. At the bottom there is in-flow into the cell, but look at the top. The arrows near the top of the cell are the longest, indicating they have the strongest updraft velocities but would only appear as light green on the display based on the 20dBz contour line.


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Frozen Stormtops

Presenter

Presentation Notes

This is what it would look like on a legacy radar system. Close to the cell the beam is very narrow and intersects the cell at high altitude where the frozen particles are less reflective. Even though this cell had enough energy to lift moisture over 37,000’ into the atmosphere it would only show up as light green on the display.


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6,560

13,120

19,680

26,240

32,800

39,360• 25,000’ Boundary

Presenter

Presentation Notes

At cruise altitudes for any given point on the display the RDR-4000 looks into the buffer from 25,000’ to 4,000’ above the aircraft altitude and extracts the maximum reflectivity for each point on the display.


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6,560

13,120

19,680

26,240

32,800

39,360• 25,000’ Boundary

• Maximum Reflectivity Indication (MRI)

• So you won’t just see black or green

Presenter

Presentation Notes

So, in the case of this cell, CLICK instead of just showing light green on the display CLICK the RDR-4000 would show CLICK green, yellow, and red alerting the pilot of the hazardous condition. The area above 25,000’ is shown in solid colors for flight path weather and the same thing happens for the secondary weather. CLICK The maximum reflectivity of the secondary weather is shown CLICK but in a hashed pattern. CLICK Flight path weather always has priority over, and covers secondary weather. So, if there is hashed red below and solid green above, the red will be covered by the solid green.


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Targets Appear More Sensitive

6,560

13,120

19,680

26,240

32,800

39,360• 25,000ft Boundary

• Maximum reflectivity indication (MRI)

• So you won’t just see black or green at 35,000ft...

• But you also will see secondary weather well below 25,000 ft

• Cross-hatched, since it’s not in the aircraft’s flight path

Presenter

Presentation Notes

Because the pilot will see more weather presented in a composite image compared to conventional radar there may be times when it appears the system is over sensitive. But the key is to always think about altitude first, and then color. What the system is telling the pilot is this cell had enough energy to push moisture over 25,000’ into the atmosphere. The solid flight path color doesn’t necessarily mean that you will need to avoid this weather. It means the weather has penetrated your protection zone, should be monitored and may require analysis


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Targets Appear Less Sensitive

6,560

13,120

19,680

26,240

32,800

39,360

• 25,000’ Boundary

Presenter

Presentation Notes

And, for the same reason, it might appear at times, that the system isn’t sensitive enough. In this case. the height of the cell has been decreased so the pilot only sees green above 25,000’


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Targets Appear Less Sensitive

6,560

13,120

19,680

26,240

32,800

39,360


Presenter

Presentation Notes

But remember, the flight path weather always has priority over, and covers the secondary weather. So, the flight path weather, which is green, covers the yellow and red at the lower altitude. But again…use the key….think about altitude first, then color. The system is telling the pilot this cell has moisture above 25,000’, has entered your protection zone and should be monitored. So how do you make your deviation decision? In a moment we’ll discuss ELEVATION mode, and later on show you some practical examples how it can be used in conjunction with AUTO modes to make effective deviation decisions.


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RDR-4000 ALL Mode

Presenter

Presentation Notes

This is a more graphical representation of the AUTO mode. The translucent wedge indicates the +/-4000’ envelope around the aircraft. Here the aircraft is flying straight and level and where the wedge intersects the cell in front of the airplane it is shown in a solid pattern. The low-lying weather off to the left is still shown, but in a cross-hatched pattern.


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AUTO Modes

Aircraft Altitude

(feet MSL)

Lower Envelope Boundary (feet MSL)

Upper Envelope Boundary (feet MSL)

> 29,000 25,000 Flight

Altitude plus 4,000

(max: 60,000) 6,000 to 29,000

Flight Altitude

minus 4,000 (min: Gnd Elev)

< 6,000 10,000 Primary vs. Secondary Weather

Presenter

Presentation Notes

This table is in the pilot’s guide and while it looks somewhat daunting, it is really fairly simple. The normal flight path envelope is +/-4000’ around the aircraft’s flight path. As described, the bottom of the envelope never goes above 25,000’ so that frozen storm tops are more visible. When the aircraft reaches 29,000’, which is 25,000 plus 4,000, the bottom of the envelope stops at 25,000’. Likewise, on takeoff, approach, and landing the top of the buffer never goes below 10,000’ which is 6000 plus 4000. This allows about 10 minutes look-ahead along the flight path.


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All Mode = All Weather

Shows Flight Path and Secondary Weather

Benefit: Shows All Potential Weather Threats

Presenter

Presentation Notes

ALL mode, just described, shows all of the weather, both flight path and secondary


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On Path Mode = On Path Weather

Shows Weather only in the Flight Path

Benefit: Highlights Most Threatening Weather

Presenter

Presentation Notes

In On-Path mode only the weather in the flight path is shown. This mode declutters the display by removing weather outside of the flight path. It is extremely useful for dealing with stratus layers, and we’ll talk about this more in the module on in-service experience.


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Analysis Mode = ELEVATION MODE Captain’s

Mode Selection First Officer’s

Mode Selection System Control

Captain’s Altitude Selection

First Officer’s Altitude Selection

Gain Control

Presenter

Presentation Notes

Now let’s look at the analysis mode. It is called Elevation mode on the Airbus aircraft.


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Constant Altitude Slices

Presenter

Presentation Notes

This mode allows selection of horizontal slices from the buffer that are corrected for the earth’s curvature, so, they are true MSL altitudes.


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Manual Weather Analysis Mode

• Independent Captain/FO controls • Initial slice is at aircraft altitude • 0-to-60,000 feet MSL in 1000’

increments • Presentation maintained as aircraft

altitude changes • Nothing presented for those parts of

selected altitude below ground • The knob is continuous – no stops –

As you turn the knob the display readout will stop at 60,000’ or 0’

• Corrected for the earth’s curvature

Presenter

Presentation Notes

The captain and first officer can have different altitude slices selected. The initial slice will be at the current aircraft altitude and then can be dialed up or down from 0 to 60,000’ in 1,000’ increments. The selected altitude is maintained regardless of whether the aircraft is climbing or descending. For altitudes below ground level nothing is shown on the display.


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Elevation Slices

Weather “slice” at 22,000 feet Weather “slice” at 12,000 feet

Presenter

Presentation Notes

In these pictures the same area of weather is displayed at different altitudes via altitude slices. On the left a slice is taken at 12,000’ and on the right a slice is taken at 22,000’ This mode allows the pilot to easily measure the tops of the cells to find a deviation path, while never having to manipulate tilt or perform mental math


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Extended Ground Map Mode

Presenter

Presentation Notes

With a conventional pencil beam antenna the radar would display just a narrow swath of ground returns. The RDR-4000 pieces all of these narrow swaths together in the buffer to give you an extended ground map. Ground map is optimized for longer ranges and weather returns are suppressed, however, over areas with very low reflectivity, like water, some weather returns may appear. Map mode is useful for identifying prominent features like coastlines and lakes. The ground returns are actual radar reflectivity, and not from the internal terrain database. This provides an independent verification of position.


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MAP Mode: Identify Areas of Attenuation

ALL MODE

Removes ground returns Removes most weather returns making areas of severe attenuation easy to identify

MAP MODE

Presenter

Presentation Notes

Ground map mode can also be used to identify areas of attenuation. The two pictures shown are from the same area. The picture on the left shows weather with the ground returns suppressed. The picture on the right shows a ground map with the weather returns suppressed. Notice the areas where ground returns cannot be seen, indicating attenuation, or radar shadowing. The weather here is strong enough the radar beam cannot penetrate any further, so the storm might be worse than it looks, or may extend further than it appears.


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System Control (EFIS Control Panel)

WXR

TURB

GAIN

RANGE

WX Selected

AUTO, or as required to assess threats

AUTO

ALL

Pilot Flying 20 to 80 nm, other side one range higher

ELEVN Can be used for vertical analysis




Can be used for vertical analysis

Can be used for vertical analysis

T/O and DEP

WX Selected WX Selected WX Selected

ALL ALL ALL

AUTO AUTO AUTO AUTO, or as required to assess threats



Climb to FL200 CRZ above FL200 DES and APPCH

• Avoid any magenta turbulence cells and monitor the display for weather intensity to avoid any weather threats

Normal Operation – Weather Detection

Presenter

Presentation Notes

Normal operation is very straightforward. You will be in one of the AUTO modes most of the time and range selection varies with phase of flight. In most cases detection and avoidance can all be done in AUTO. Think of AUTO mode as your protection zone. Not all weather shown as flight path will need to be avoided but it should be monitored and may need analysis. The elevation mode will aid you in your analysis and selecting a deviation path.


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Training Modules

• A Quick Review






Presenter

Presentation Notes

Here are a few simple examples to make sure the AUTO and ELEVATION modes are understood before we look at some real life operational examples.


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Operational Mode Review

20nm 40nm 60nm 80nm

FL200

FL390

“ALL” MODE

Presenter

Presentation Notes

In this example the radar is in ALL mode and the aircraft is flying straight and level at 20,000’ There is weather from 60nm to 80nm ahead. So what would the pilot see on the display ?


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20nm 40nm 60nm 80nm

FL200

FL390

FL240

FL160

“ALL” MODE


Presenter

Presentation Notes

The first thing to remember is the envelope is +/- 4000’ around the aircraft, or from 24,000’ to 16,000’


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20nm 40nm 60nm 80nm

FL200

FL390

FL240

FL160

“ALL” MODE


Presenter

Presentation Notes

Since this is outside of the flight path envelope the weather is shown in a cross hatch pattern


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20nm 40nm 60nm 80nm

FL200

FL390

“ELEVN” MODE Slice At 20,000’


Presenter

Presentation Notes

Now let’s go to the ELEVATION mode and look at an altitude slice Remember, when the ELEVATION mode is selected the initial slice is at the current aircraft altitude or 20,000’ in this example. So, what would the pilot see on the display?


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20nm 40nm 60nm 80nm

FL200

FL390



Presenter

Presentation Notes

Nothing, because the weather is above the selected altitude slice. An easy way to think about this is - in the ALL mode all of the weather is displayed. It is just separated into flight path and secondary weather. In the ELEVATION mode, only the weather at the selected altitude is displayed.


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20nm 40nm 60nm 80nm

FL200

FL390



Presenter

Presentation Notes

Now, select an altitude slice at 39,000’ What would the pilot see?


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20nm 40nm 60nm 80nm

FL200

FL390



Presenter

Presentation Notes

He would see the weather above the aircraft altitude.


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20nm 40nm 60nm 80nm

FL200

FL390

FL430

FL250

“ALL” MODE


Presenter

Presentation Notes

Here is another look at ALL mode, but this time the aircraft is at FL390. Remember that the bottom of the envelope never goes above 25,000’ and goes to 4,000’ above the aircraft altitude so it extends from 25,000’ to 43,000’ in this case So, what would the pilot see ?


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20nm 40nm 60nm 80nm

FL200

FL390

FL430

FL250

“ALL” MODE


Presenter

Presentation Notes

He would see solid green from 60 to 80 nautical miles because it is in the flight path. The red was purposely made smaller than the green to illustrate a point. The flight path weather always has priority over, and covers, the secondary weather. Remember the system is giving altitude information. It is showing there is weather above 25,000’ So, always think about altitude first, then the color.


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20nm 40nm 60nm 80nm

FL200

FL390

FL430

FL250

“ALL” MODE


Presenter

Presentation Notes

The aircraft is now at the same altitude but the picture has changed slightly So, what would this look like on the display ?


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20nm 40nm 60nm 80nm

FL200

FL390

FL430

FL250

“ALL” MODE


Presenter

Presentation Notes

From 60-80 nautical miles it would look the same but where the secondary weather isn’t being covered by the primary flight path weather, it is shown, but in a cross-hatched pattern. So here it is showing weather in, and outside of the protection zone


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20nm 40nm 60nm 80nm

FL200

FL390

FL430

FL250

“ALL” MODE

DESCENT


Presenter

Presentation Notes

Now the weather is the same, but the aircraft has reached the top of descent point and has started a descent. What would the picture look like now ?


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20nm 40nm 60nm 80nm

FL200

FL390

FL430

FL250

“ALL” MODE

DESCENT


Presenter

Presentation Notes

Since the aircraft is now descending the flight path changes and so will the picture The red is now in the flight path and covers the green which is now secondary to the flight path. It isn’t necessary to memorize the altitudes the system is using as long as there is a basic understanding about what the system is doing and showing the pilot. If there is ever a doubt about what the system is displaying, use ELEVATION mode to look at altitude slices and build up a mental picture of the weather


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Training Modules

• A Quick Review






Presenter

Presentation Notes

Let’s look at some real life operational examples


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Altitude Range

26000 198 27000 202 28000 206 29000 209 30000 213 31000 217 32000 220 33000 223 34000 227 35000 230 36000 233 37000 237 38000 240 39000 243 40000 246 41000 249 42000 252

Radar Line of Sight

Presenter

Presentation Notes

Recall that all radars are subject to line of sight limitations. The red area in this picture shows where the radar’s energy is blocked beyond the horizon due to the earth’s curvature. The radar line of sight, or radar horizon varies with altitude and is approximately 200nm at 26,000’ and 250nm at 41,000’ Even though the radar energy is blocked we can use this to our advantage.


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Altitude Range

26000 198 27000 202 28000 206 29000 209 30000 213 31000 217 32000 220 33000 223 34000 227 35000 230 36000 233 37000 237 38000 240 39000 243 40000 246 41000 249 42000 252

Radar Line of Sight

Presenter

Presentation Notes

Anything that shows up beyond the radar line of sight is significant and should be monitored. But at this distance deviation decisions are not being made. The weather at this range should be viewed on a more strategic basis. By the time the aircraft reaches these cells they may have moved into, or out of the flight path, increased or decreased in intensity, or completely dissipated. At long distances, all the pilot knows is they are worth monitoring.


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Long Range Weather

Presenter

Presentation Notes

At long range the beam is extremely large. So everything will be shown as flight path weather since there isn’t adequate resolution to separate it into flight path and secondary. But again, this should not be an issue because at this distance the weather should only be considered strategically. As the weather gets closer it will separate into flight path and secondary weather and provide adequate resolution for analysis. So let’s look at a couple of examples using the analysis capabilities of the radar


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Example 1

ALL MODE – 160NM RANGE ELEVN MODE – FL400

Presenter

Presentation Notes

In this example the Honeywell 757 is level at FL400 over Louisiana. There are some cells with low tops and low reflectivity near the aircraft which are non-threatening. 120 miles ahead there is some yellow reflectivity that warrants attention. The ALL mode display is on the left, and on the right side a constant altitude slice is being displayed at the aircraft’s flight level. In this particular scenario, the fact there is not much difference between the two displays beyond 80 miles doesn’t necessarily mean all this weather is at FL400. It just indicates that given the resolution at this range, this is the weather that can be separated from the ground clutter.


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Example 1


Presenter

Presentation Notes

As the aircraft gets closer to the weather, the radar detects what looks like a patch of stratiform weather to the left. On the right hand display, a constant altitude slice at the aircraft’s flight level indicates there is little reflectivity aloft in that area that would indicate a potential hazard. Remember, in ALL mode the maximum reflectivity from 25,000’ to 44,000’ is being displayed. The constant altitude slice is showing the reflectivity at 40,000’.The convective area ahead is showing two distinct cells. The apparent increase in reflectivity from the previous slide is caused by two factors. One, the radar is now able to distinguish the difference between weather reflectivity and ground clutter as the aircraft gets closer to the weather. And two, the radar can now resolve relatively small pockets of higher reflectivity because the beamwidth resolution is improving. At this point, the crew should expect the two cells ahead will require some type of avoidance maneuver. All other displayed weather is of no consequence.


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Example 1


Presenter

Presentation Notes

The range is now 80nm as the cells to be avoided are at about 70 miles. A look at the altitude slice on the right hand display indicates the cell on the right appears to be carrying a little more reflectivity aloft than the cell on the left. The ALL mode display is also showing a patch of yellow reflectivity immediately to the left of the two cells.


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Example 1

ELEVN MODE – FL350 ELEVN MODE – FL300

Presenter

Presentation Notes

But, analysis using Constant Altitude slices indicates the bulk of the reflectivity from this feature is not seen until about FL300, which reduces the threat level somewhat. Given the wind direction of right to left, the pilot should be planning a deviation to the right side of the two cells which makes any reflectivity to the left of no interest. However, there is some weather to the right coming into view near the deviation path that will need to be monitored.


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Example 1


Presenter

Presentation Notes

Twenty miles closer, the cell on the right is showing much more reflectivity, and a look at an altitude slice shows it is the only cell that is a hazard at the aircraft’s flight level. The weather to the right of the two cells in the deviation path has developed into nothing of interest.


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Example 1


Presenter

Presentation Notes

When the cell is at a range where turbulence can be measured, additional evidence comes into view (the magenta color) indicating the cell on the right is the most important one to be avoided. A Constant Altitude slice at FL350 shows a clear corridor on the right hand display for deviation around the weather.


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Example 2

ALL MODE – 320NM RANGE ALL MODE – 160NM RANGE

Presenter

Presentation Notes

Here is another example to illustrate how the AUTO and elevation modes are used to analyze and avoid convective weather. It will emphasize the use of constant altitude slices to analyze a line of convection in order to find an avoidance path. The aircraft is level at FL370 over Texas. On the 320nm range scale there are two parallel lines of convective weather. The line at longer range looks rather impassible. But, because the example is an actual test flight, the 757 crew will use AUTO and ELEVATION modes to find a suitable path through the closer line. The 320 mile display gives the big-picture situation. The 160 mile display gives more detail on the closer line of storms the crew will analyze to find a deviation path.


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Example 2


Presenter

Presentation Notes

The ALL mode picture by itself doesn’t seem to provide much hope. But looking at an altitude slice at FL370 there are two small, higher reflectivity cells on each side of the aircraft’s track. Looking a little higher with a constant altitude slice at FL400, there appears to be a potential way through. These cells are still more than 120 miles away, so there remains considerable ambiguity regarding the precise echo top of any part of the weather. But, so far, the analysis shows a weak part of the line directly ahead of the aircraft.


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Example 2


Presenter

Presentation Notes


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Example 2


Presenter

Presentation Notes

The cells in the example are now at 60nm, and looking at an altitude slice at FL330 there appears to be a low reflectivity path for the aircraft to go through. In this particular scenario, it probably would have been easier and safer just to go around this line to the right, but it provided a useful example demonstrating how to effectively use analysis to determine a deviation path.


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Training Modules

• A Quick Review






Presenter

Presentation Notes

Now we’ll look at some in service experience. This will help us understand and deal with some common weather issues. In the examples just shown the left hand display was in ALL mode while the right hand display was in Elevation mode. This is a good way to use the system. Even if radar is only selected on one display the pilot can switch back and forth between AUTO and ELEVATION modes.


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FL250

High Stratus

Presenter

Presentation Notes

Looking at altitude slices can also help deal with areas of strati-form weather. Remember in AUTO modes the normal envelope is +/- 4000’ around the aircraft, but when the aircraft climbs above 29,000’ the bottom of the envelope never goes above 25,000’


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FL250

Area of high stratus rain

High Stratus

Presenter

Presentation Notes

In some parts of the world, high stratus layers may be encountered that will sometimes exceed 25,000’ CLICK Since the layer is above the 25,000’ floor of the envelope there could be a large area of green, yellow or red on the display shown in solid colors. The stratus can be fine to fly through but it is more difficult to see embedded cells within the stratus.


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High Stratus

One side in AUTO One side in ELEVN

Slice above the stratus level

at FL270

Presenter

Presentation Notes

An easy way to handle this problem is to have one side in AUTO mode and the other side in ELEVATION mode looking at a constant altitude slice Then, select an altitude slice just above the stratus layer to see any embedded cells within the stratus


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FL250

Take a manual slice above the stratus layer

High Stratus

Slice above the stratus level

at FL270

Presenter

Presentation Notes

So, here is the stratus layer and the yellow line represents an altitude slice above the layer where the embedded cell is now clearly visible


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FL250

FL100

High Stratus

Presenter

Presentation Notes

The opposite, but similar situation could occur during descent and approach. As you descend and your flight path changes the cell ahead of you will now become flight path weather and the large area of high stratus will now be shown as secondary weather in the cross-hatched pattern.


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FL250

FL100

Take a manual slice below the stratus layer

High Stratus

Presenter

Presentation Notes

Using elevation mode you can de-clutter the display by selecting an altitude slice below the stratus layer, again, making the cell more apparent.


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On Path Weather

Shows Weather only in the Flight Path

Benefit: Highlights Most Threatening Weather

Presenter

Presentation Notes

Another way to deal with this is by using ON-PATH mode. This will remove all of the secondary weather from the display while preserving the flight path envelope around the aircraft.


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Stratus Weather

Presenter

Presentation Notes

Here is another example where elevation mode can help aid in evaluating the weather situation. As we mentioned at the beginning the RDR-4000 is subject to the same physical limitations as conventional radar. The picture on the top left shows a stratus layer below the 25,000’ boundary. The picture below that is a digital representation of the stratus layer, or a series of cells all the same height. Close to the aircraft the beam is narrow and provides very good resolution for measurements. But as the range increases the resolution gets progressively worse and affects the accuracy of the measurements. This causes an apparent increase in the height of the cells, or in this case the stratus layer.


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Stratus Weather

Presenter

Presentation Notes

This can appear on the display as a halo or ring of secondary weather returns fixed around the aircraft. In this picture the ring extends out to approximately 37nm. At longer ranges the weather is showing up as flight path weather because the decreased resolution causes the stratus weather to encroach into our 25,000’ boundary. But as the weather gets closer and the resolution improves it becomes secondary. A quick look at altitude slices would show the expanding stratus layer but more importantly the convective cell at about 65nm ahead. As mentioned earlier flight path weather should be thought of as your protection zone. You may not need to avoid all weather shown in the solid pattern but it should be monitored and analyzed.


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AUTO Mode vs. Elevation Mode

Aircraft Altitude

(feet MSL)

Lower Envelope Boundary (feet MSL)

Upper Envelope Boundary (feet MSL)

> 29,000 25,000 Flight

Altitude plus 4,000

(max: 60,000) 6,000 to 29,000

Flight Altitude

minus 4,000 (min: Gnd Elev)

< 6,000 10,000 Primary vs. Secondary Weather

Presenter

Presentation Notes

If there is ever a doubt about what the AUTO mode is showing, the elevation mode will help build a mental picture of the weather around the aircraft. You will be in AUTO modes most of the time, and for isolated cells the pilot can plan avoidance without leaving the AUTO modes. But, for cases where the pilot needs to analyze the weather and pick a deviation path, ELEVATION mode should be used to perform the analysis. Remember, the AUTO modes are for the automatic detection of weather. The altitude slices are for analysis.


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What Radar Doesn’t Show

WET HAIL

RAIN

WET SNOW

DRY HAIL

DRY SNOW

- GOOD

- GOOD

- GOOD

- POOR

- VERY POOR

.03

1

Relative Reflectivity

Radar Does Not Detect: • Water Vapor • Clouds • Fog

• Volcanic Ash • Extremely Dry Hail • Extremely Dry Snow

Presenter

Presentation Notes

Let’s look at a couple of things that are often mis-understood about X-Band airborne weather radar systems. These radars are designed to reflect off water droplets of sufficient size and quantity. They do not detect water vapor, clouds, fog, volcanic ash or extremely dry hail and snow. Rain, wet hail and wet snow are very good reflectors of radar energy. But, dry hail, for example, only returns about 3% of the energy that a raindrop returns.


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What Radar Doesn’t Show

Presenter

Presentation Notes

At times pilot’s may see a cloud mass and think that it should be shown on the radar display. Large white puffy clouds may be a developing storm cell but they will not show on the radar until there is a sufficient size and quantity of water droplets available. Somewhat less obvious, immediately after a storm cell has dissipated and little to no rain is falling, a dark cloud mass may still exist that hasn’t broken up yet due to the wind. The pilot can try increasing the gain to see if there are droplets just below the green threshold, but there may not be enough reflectivity available to show up in normal gain.


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Radar/Radome Confidence Check

BAD RADOME REPAIR – BLOCKING RADAR ENERGY NORMAL GROUND RETURN DISPLAY

Presenter

Presentation Notes

If there is ever any doubt the radar is working properly, a great way to check is by using the radar/radome confidence check. This will verify the radar is functioning and identify any issues with the radome. It’s very simple to do. At cruise altitude select MAP mode and notice how far out the radar will paint ground returns. This will vary somewhat depending on altitude and the type and elevation of the terrain below. If ground returns aren’t visible, or there are areas where the returns are missing, it could indicate a radar or radome problem. Also, if the radar can normally paint ground returns out to 180nm, but can now only paint returns to 80nm. Or, on the left side of the display the radar can paint to 150nm, but on the right side of the display it can only paint to 50nm, there could be an issue.


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What The Radar Will Show

I’m seeing magenta (turbulence) in black areas

Presenter

Presentation Notes

Another item related to reflectivity that pilots observed when they first started using the new system was magenta turbulence indications in black areas. The reflectivity chart in the picture illustrates that black doesn’t mean its not raining. It’s just raining at a rate below the threshold the FAA set for green which is 20dBz.


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Greatly Increased Turbulence Sensitivity

Current Systems

RDR-4000

Presenter

Presentation Notes

With older radars, to detect turbulence below the green threshold the radar would need to be about 3nm away from the turbulence in order to see it in black reflectivity. Because the RDR-4000 is much more sensitive it can detect turbulence at the same reflectivity level from about 15nm away. The turbulence detection capability on this radar is much more sensitive and accurate so keep it turned on and learn to trust it.


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What Radar Might Show RDR-4B RDR-4000

INTERFERENCE PATTERNS

Presenter

Presentation Notes

Here are some items that might show up on the radar which are not weather. These pictures show a typical interference pattern, usually caused by military radars. These can also be from fighter aircraft, ground based military radars, or ground based radars like the port of Seattle has installed which see ships in the harbor. These can appear as a red, yellow or green spokes on the display. They can look the same on the RDR-4000, or……


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Interference Patterns

In the above picture, there are at least three sources of interference, at different frequencies

In this figure, the interference is a bit more subtle, as it is mixed in with real weather. However, a closer look reveals several radial spokes. The two most prominent ones have been circled

RDR-4000 RDR-4000

Presenter

Presentation Notes

they can also look a little different because they are collected over multiple sweeps, motion compensated in the buffer and separated into primary and secondary returns. The interference will remain on the display until the source is gone and the motion compensation of the buffer data moves it behind the aircraft.


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Gain Control

Presenter

Presentation Notes

We’ll finish our RDR-4000 training by talking about the gain control and its use. The GAIN control is active in all modes, but most of the time the radar will be in the AUTO or calibrated gain position. The calibrated (AUTO) position is the only position where the colors represent the FAA defined reflectivity and rainfall rates as shown in the table. The AUTO gain setting provides a standard reference which all radar manufacturers must follow. Immediately after turning the GAIN control in either direction out of the AUTO detent position, the “MAN GAIN” annunciation appears on the display indicating that the system is no longer in the calibrated mode. Taking it out of AUTO allows the pilot to select -16 to +10db of gain for analysis. Rotating the GAIN control counterclockwise decreases gain. Rotating the GAIN control clockwise increases gain. The gain setting has no effect on turbulence detection or display. After using gain to assess weather it should be returned to the AUTO position.


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Gain Usage

50,000

40,000

30,000

20,000

10,000

Altitude in feet

Range

Good Reflector1

Good Reflector2

Storm Cell

FreezingAltitude

Altitude

RelativeStormReflectivity

MaximumMinimum

A B

RelativelyPoor

Reflector3

Use Increased Gain

Use Decreased Gain

Presenter

Presentation Notes

Using gain is really quite simple. Looking at a model of a storm cell reveals it is not as reflective at altitudes above the freezing level, but very reflective around the freezing level and below. So the gain knob is like the volume control on a TV or stereo. If the music is loud or very reflective then one might want to turn it down. If the music is very soft or less reflective then one might want to turn it up.


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• Good for judging the relative intensity between storm cells • Reduce gain and the strongest cells and turbulence remain • Useful in heavy stratus rain for finding embedded cells • Help find attenuation

• Increase gain to see frozen storm tops

Gain Usage

Presenter

Presentation Notes

So, to put it in radar terms, some uses for gain are: If the gain is reduced to minimum, what is left are the strongest cells and turbulence. Gain doesn’t affect turbulence detection so any cells remaining and especially those containing turbulence should be avoided. Reducing gain in heavy stratus rain can also help to identify embedded cells by looking for radar shadows. Increased gain is useful when looking at frozen storm tops and can be used in analysis mode when measuring the tops of cells.


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AUTO Gain MAX Gain

Gain Usage

Presenter

Presentation Notes

It is not a good practice to leave the gain control at maximum all of the time as may have been done with legacy radar systems. It could have unintentional results. With the RDR-4000 the pilot is going to see more weather…and that’s a good thing. Weather at longer ranges, weather closer to the aircraft because of the 3D buffer and all the scans done at different tilt angles. Plus, the pilot is now looking at horizontal information and not just a single diagonal slice. Because the maximum reflectivity is always shown, increasing the gain will make all of the weather appear more intense and also make more weather show up as flight path as shown in the two pictures.


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Gain Usage

6,560

13,120

19,680

26,240

32,800

39,360


Presenter

Presentation Notes

Here is an example of unintentional results. In the picture the reflectivity above 25,000’ is below 20dBz, or black. So, the secondary weather (green, yellow and red) would be shown in the cross-hatched pattern on the display because it isn’t covered by any flightpath weather


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Gain Usage

6,560

13,120

19,680

26,240

32,800

39,360


Presenter

Presentation Notes

But, if the gain is increased so the weather above 25,000’ is now above the green threshold, it will be shown as solid green flight path weather


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Gain Usage

6,560

13,120

19,680

26,240

32,800

39,360


Presenter

Presentation Notes

But remember, the flight path weather has priority over, and will cover the more reflective secondary weather below it, making the weather look less intense and having the opposite effect of what was intended. Gain is mainly used to look at reflectivity information while performing analysis, and the best mode to look at raw reflectivity information is in ELEVATION mode. In ELEVATION mode you will not have the unintended affects as just described with AUTO mode.


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Questions?


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Thank you For questions: Stephen D. Hammack [email protected] Roger Moore [email protected]

www.mygdc.com

Presenter

Presentation Notes

Thank you!

mailto:[email protected]

mailto:[email protected]

http://www.mygdc.com/

Documents

Airbus RDR 4000