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Rockwell Collins
MultiScan ThreatTrackTM Radar
A318, A319, A320, A321, A330
DRAFT
Notice
INFORMATION SUBJECT TO EXPORT CONTROL LAWS
The technical data in this document (or file) is controlled for export under the
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2
Table of Contents
3
3.3.2.2 Mature Cell Associated Threat ................................29
3.3.2.3 Anvil Top Associated Threat ....................................30
3.4 Attenuation .................................................................................31
3.4.1 Attenuation and Display of Long Range Weather ............31
3.4.2 Sensitivity Time Control ....................................................32
3.4.3 “Radar Shadow” ...............................................................33
3.4.4 Path Attenuation Compensation (PAC) and PAC Alert .....34
3.5 Beam Width and Cell Height Resolution ...................................35
3.6 Predictive Windshear (PWS) .....................................................36
3.6.1 Windshear Detection Regions ..........................................37
4.0 Radar Interpretation .........................................................................38
4.1 What Does Green Mean? ..........................................................38
4.1.1 Manual Operating Techniques and the Color Green ........38
4.1.2 Increased Gain at Cruise Altitudes ...................................39
4.2 What Does Green Mean?, Low Altitude Operations ..................40
4.2.1 Stratiform Rain .................................................................40
4.2.2 Bright Band ......................................................................40
4.3 Radar Interpretation, High Altitude Ice Crystals (HAIC) .............42
4.4 Radar Interpretation, Navigable/Non-Navigable Weather .........43
4.4.1 Introduction .....................................................................43
4.4.2 Navigable Weather ..........................................................43
4.4.3 Non-Navigable Weather ..................................................45
4.4.4 Non-Reflective Weather ..................................................46
4.5 Radar Interpretation, Oceanic Weather .....................................47
5.0 How the (MultiScan ThreatTrack) Radar Works ...............................49
5.1 Primary Technologies .................................................................49
5.1.1 Flight Path Hazard Analysis .............................................49
5.1.2 Beam to Beam Power Comparison ..................................50
5.1.2.1 The Challenge .........................................................50
5.1.2.2 Ground Clutter Elimination ......................................51
5.1.2.3 The Quiet, Dark Cockpit ..........................................52
5.1.3 Automatic Temperature Based Gain ................................53
5.1.4 Geographic Weather CorrelationTM ..................................53
5.1.4.1 Worldwide Weather Variation ..................................53
5.1.4.2 Geographic Weather Correlation Technology .........56
5.1.4.3 Low Lying Stratiform Weather Anomalies ...............57
5.1.5 Track While Scan Analysis ...............................................58
5.1.5.1 Why Threat Analysis? .............................................58
5.1.5.2 Track While Scan Technology .................................58
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5.1.5.3 Individual Cell Analysis ............................................58
5.1.5.4 Cell Life Cycle .........................................................58
5.2 Secondary Technologies ............................................................60
5.2.1 OverFlightTM Protection ....................................................60
5.2.2 SmartScanTM ....................................................................61
5.2.3 TrueZeroTM .......................................................................62
5.2.4 Radar Scan and Tilt Philosophy .......................................62
6.0 Manual Operating Techniques .........................................................63
6.1 Tilt Control ..................................................................................63
6.1.1 Low Altitude Tilt Control (Below 10,000 ft.) ......................64
6.1.1.1 Initial Climb Out ......................................................64
6.1.1.2 Descent Below 10,000 ft. ........................................64
6.1.2 Mid Altitude Tilt Control (10,000 - 25,000 ft.) ...................65
6.1.2.1 Tilt Technique, 40 and 80 NM Range Scales ..........65
6.1.2.2 Tilt Technique, 160 NM Range Scale ......................66
6.1.3 High Altitude Tilt Control ..................................................67
6.1.3.2 Over Scanning ........................................................67
6.1.3.3 Over Scanning Prevention Methods .......................68
6.1.3.3.1 Method 1 - 80 NM Tactical Range Scale ......68
6.1.3.3.2 Method 2 - 40 NM Over Flight Protection .....68
6.1.3.3.3 Method 3 - MAN MAX Gain ..........................69
6.1.4 Tilt Settings When Descending from High Altitude ...........70
6.1.5 Oceanic Tilt Settings ........................................................70
6.2 Long Range Weather Detection ................................................71
6.3 Recommended Manual Operating Procedures ..........................72
7.0 Notes ...............................................................................................73
7.1 Manual Notes .............................................................................73
7.2 Radiation Hazard .......................................................................74
7.3 Spoking ......................................................................................74
7.4 V1 Differences ...........................................................................77
7.4.1 Blooming ..........................................................................77
7.4.2 Manual Operation at Top of Descent ...............................78
7.4.3 ThreatTrack Features ......................................................78
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6
1.0 Introduction
The Quiet, Dark Cockpit philosophy means that, when the radar is used
in AUTO, only threat weather is displayed. Weather that is beneath the
aircraft altitude is not displayed. A recent OEM HMI (Human Machine
Interface) study shows the operational efficiencies achieved through this
philosophy. Note that in the lab when the pilot sample was presented
with a MultiScan like HMI, very efficient flight operations were achieved.
7
Almost all pilots navigated the weather in the same manner and did so in
a way that saved the most time and fuel.
MultiScan Quiet,
Dark Cockpit
The Quiet, Dark Cockpit
Philosophy results in
more efficient weather
avoidance resulting in
less fuel used and more
time saved
ThreatTrack
Associated Threat
Display
8
1.2 MultiScan Overview: The generation of new automatic radar’s
began in 2000 when engineers at Rockwell Collins invented a method
for removing ground clutter returns from the display and automatically
displaying weather from the nose of the aircraft out to 320 NM. The
resulting MultiScan radar launched in 2002. In 2009 MultiScan V1
introduced the Quiet Dark Cockpit and Geographic Weather Correlation.
And in 2014 MultiScan ThreatTrack provided individual thunderstorm
threat analysis (see Section 5, “How the Radar Works”, for details).
A terrain table that resides inside The internal terrain table is used to draw a
the radar is used for a number conformal line above the earth’s surface.
of functions including aiding in A beam to beam power comparison is
ground clutter removal then performed, and returns below the
line (ground clutter) are removed from the
display.
9
The end result is the dis-
play of the weather from
the nose of the aircraft
out to 320 NM.
As can be seen below, the HUD (Heads Up Display) indicates that the
aircraft will clear the weather seen from the cockpit. Thus, the Quiet,
Dark Cockpit concept provides the flight crew with a clean screen which,
as studies have shown, will enable the crew to fly the most efficient flight
path.
The HUD’s Zero Degree Pitch Line indicates that the aircraft will clear the weather
ahead. Thus, the Quiet, Dark Cockpit concept presents a “clean” screen to the crew.
10
The other major technology infusion in MultiScan V1 is the incorporation
of Geographic Weather Correlation. Thunderstorm characteristics vary
dramatically depending on a cell’s geographic position, whether it is
over land or over water and depending on time of year. Geographic
Weather Correlation takes all these factors into account to ensure that
the actual cell top is displayed on the ND. MultiScan V1 measures the
reflective top of the cell and then Geographic Weather Correlation uses
storm models to set thresholds that allow the radar to determine whether
or not the non-reflective cell top will reach to the aircraft altitude. This
significantly reduces the possibility of inadvertent cell top penetration
(see section 5, “How the Radar Works”, for details).
Threshold
Threshold
Threshold
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Mature Cell Associated Threat:
Hail, lightning and turb threats
Predictive OverFlight: outside the cell boundary
Turbulence from cell growing
up beneath the aircraft
FAA Certified
Ride Quality
(Severe)
Turbulence
Turbulence
Anvil Top Associated
Threat: Downwind hail
threat region
MultiScan ThreatTrack provides analysis tools that facilitate the best possible decision
making when transiting severe weather (see sections 2.3.3, 3.3 and 5.1.5 for details)
AUTO and WX+T and HZD (Hazard): All of the above plus ThreatTrack
functions (Track While Scan, Core Threat Analysis, Two Level Enhanced
Turbulence, Predictive OverFlight, Mid Altitude Associated Threat,
Mature Cell Associated Threat, Anvil Top Associated Threat).
12
2.0 Controls
IMPORTANT
AUTO and
WX+T+HZD are
recommended in all
phases of flight.
NOTE
During AUTO operation the tilt displayed on the ND is the
average of the two scans used to collect ground and weather
information (see section 1.2.1 and 5.2.4 for details).
NOTE
When toggled to MAN the radar operates like a traditional
manual radar. Tilt and gain must be manually controlled
(see “Manual Operating Techniques”, section 6.0). With the
exception of Windshear, all automatic features are disabled.
14
2.1.2 GCS (Ground Clutter Suppression) OFF/ON: The GCS switch is
a spring loaded switch that defaults to the AUTO position (Ground Clutter
Suppression Activated). When held in the MAN position all returns
(ground clutter and weather) are displayed. Once released, ground
clutter will be removed from the display on the next sweep.
NOTE
2.1.3 SYS (System) 1/OFF/2: The left side #1 position selects the left
R/T (Receiver Transmitter). The right side #2 position selects the right
R/T. Then center OFF position turns the radar off.
The pictures on the following page show the end results. MultiScan
eliminates the ground clutter and displays the weather out to 320 NM. In
addition, MultiScan utilizes the Quiet, Dark cockpit philosophy to display
only weather information that is a threat to the aircraft.
15
In these pictures note the absence of ground clutter and the thunder-
storm cells at 60, 120, and 200 NM. In addition, the radar displays a
fourth cell that is over the horizon at 300 NM.
300
NM
Attenuation
(PAC) Alert
200
NM
120
NM
60
NM
300 NM
(Over the Horizon) 60 NM
120 NM
200 NM
NOTE
Due to the fact that weather changes rapidly and the radar now
has an effective range of 320 NM, it is not unusual to see a
complete thunderstorm cycle with mature cells dissipating and
new cells appearing on the display as the aircraft moves to-
wards the weather.
16
2.2.2 WX+T (Weather + Turbulence): When the radar is in AUTO and
the WX+T mode is selected MultiScan’s essential automatic weather de-
tection features (see previous section) are activated and Enhanced Dop-
pler Turbulence returns are displayed out to 40 NM on all range scales..
IMPORTANT
During MAN operations ThreatTrack (HZD) functions are not
available. WX+T+HZD reverts to the standard WX+T function.
17
2.2.4 MAP: MAP mode enables display of all radar echoes including
terrain and weather information. The receiver sensitivity is decreased
by approximately one color level to accommodate terrain characteristics
instead of weather. This mode enables identification of terrain features
such as mountains, coastlines, bodies of water etc.
I-90
I-88
I-55
I-80 Chicago
Lake
Michigan
NOTE
When MAP mode is active Turbulence and PAC Alert informa-
tion are not displayed.
NOTE
When operating in AUTO and below 10,000’ MAP mode will
not display adequate ground returns due to the position of the
radar beams. Manual operation of the radar will be required for
adequate ground mapping below 10,000’.
2.3 TILT Control: The tilt control is inactive during AUTO operation.
MAN TILT operation is discussed in detail in section 6.0, “Manual Operat-
ing Techniques”.
2.4 GAIN Control: Calibrated (CAL) gain is selected when the Gain
Control deten is selected to the CAL position (see picture next page).
Maximum (MAX) gain is achieved when the gain knob is rotated to the
fully clockwise MAX Gain position. Minimum (MIN) Gain occurs when
the knob is rotated to the fully counter clockwise MIN Gain position.
18
CAL Gain
NOTE (Calibrated Gain)
NOTE
Full above and below the calibrated gain position is available
during both MAN and AUTO operation.
Less than Weak .76 - 3.81 Moderate .3.81 - 12.7 Strong to 12.7 mm/
.76 mm/hr (20 dBz) mm/hr (30 dBz) mm/hr Very Strong hr (.5 in/
(.03 in/hr) (.03 - .15 (.15 - .5 (40 dBz and hr) and
in/hr) in/hr) Greater Greater
10 dBz 10 dBz
During MAN operation radar colors are determined by rainfall rates (note: dBz is an
engineering term for reflectivity). Note that there is 10 dB of gain between each color level.
+12 dB -6 dB
+8 dB -9 dB
+4 dB -12 dB
CAL MIN
(+0 dB) (-14 dB)
WARNING
MIN Gain should only be used for momentary weather evalua-
tion. Gain should then be returned to the CAL gain position in
order to avoid under representing the thunderstorm threat.
21
3.1.2 Gain (AUTO Operation): During AUTO operation MultiScan uses
an Automatic Temperature Based Gain technology to automatically
control gain and help prevent inadvertent thunderstorm top penetration
(described in more detail in Section 5.0, “How the Radar Works”).
Glaciated (composed
of ice crystals)
As the aircraft climbs and the outside air temperature decreases, Auto-
matic Temperature Based Gain automatically increase gain to compen-
sate for the lower reflectivity of upper level thunderstorms.
MAN MAN
CAL MAX
MAN CAL Gain selected. Manual tilt set MAN MAX Gain selected. Tilt is unchanged
properly (see section 6.1.2 and 6.1.3) from previous picture.
AUTO AUTO
CAL MAX
AUTO CAL Gain selected. Note that AUTO AUTO MAX Gain selected. Full above CAL
CAL Gain and Man MAX Gain display Gain control is available in AUTO but will
essentially the same level of cell intensity. over represent the threat.
23
3.2 Quiet, Dark Cockpit: MultiScan uses the Quiet, Dark Cockpit
philosophy to display weather threats. If the weather is not a threat
(i.e. it is more than approximately 6,000 ft. beneath the aircraft), it is not
displayed. In the picture below note the Flight Path Vector on the HUD
display and also note that it is intersecting the zero degree pitch line.
This clearly shows that the aircraft flight path is above the cells seen
by the pilot. As a result, the display shows a clean screen since the
weather is below the aircraft flight altitude.
Flight Path
Vector
Zero Degree
Pitch Line
Weather that is below the aircraft altitude is often visible from the cockpit
and there are occasions where it may appear that cells should be
displayed, but are not. For instance, in the pictures below it is not initially
apparent whether or not the cell is at the aircraft altitude.
80 NM 40 NM
24
After a cell rains out significant cloud can remain suspended in the
atmosphere, but it has little to no convective activity at altitude. On close
approach it can be seen that this cell is post convective (you can see
right through it). Therefore, applying the Quiet, Dark Cockpit philosophy,
this non-threat cell is not displayed.
IMPORTANT
When using the radar in MAN mode it is always possible to
adjust the radar to get the picture you believe should be pres-
ent. In this case it might be possible to see this cell if a very low
tilt setting is used to detect rain at lower altitudes. However,
in AUTO mode the radar uses extensive weather analysis to
display the actual threat.
25
3.3.1 Directly Detected Threats
26
Predictive
OverFlight
icon
NOTE
Because the cell is growing towards the aircraft altitude weather
may eventually appear on the display and replace the Predictive
OverFlight icon.
NOTE
Light to
Moderate
Chop
Severe
Turbulence
27
3.3.2 Associated (Inferred) Threats - Hail and Lightning Prediction
NOTE
See Section 5.0, “How the Radar Works” for details regard-
ing the engineering and science behind the Associated Threat
warnings.
3.3.2.1 Mid Altitude Associated Threat: Towards the end of the cumu-
lous stage of thunderstorm development, cells become electrified but do
not yet have extensive high altitude convective activity. Never the less,
these mid altitude cells do contain lightning potential. MultiScan Thre-
atTrack radar denotes this mid altitude lightning threat by placing red
speckles within the cell boundaries.
Electrified
Cells
The Mid Altitude Associated Threat denotes cells with lightning potential
by placing red speckles within the cell boundaries
NOTE
The mid altitude associated threat icon will no longer be dis-
played once the aircraft climbs more than 10,000 ft. above the
freezing level.
28
3.3.2.2 Mature Cell Associated Threat: During the mature stage of
thunderstorm development strong updrafts carry moisture aloft with the
result that there is high reflectivity at cold temperatures. These mature
cells create lightning and hail potential and produce very strong turbu-
lence. What is more, because the strong updrafts associated with these
thunderstorms can exit the top or sides of the cell the potential threat
area can extend well outside the cell boundaries. In the case of a Ma-
ture Cell Associated Threat warning, MultiScan ThreatTrack extends the
warning area outside the cell boundary to denote the increased threat.
The Mature Cell Associated Threat places red speckles outside the cell
boundary to denote hail, lightning and turbulence potential
IMPORTANT
DDisplayed weather returns are directly detected threats. The
rred speckles represent an inferred or predicted threat. There-
fore, when pilots are making deviation decisions, weather
should always take priority over the red speckled regions.
IMPORTANT
T
The speckled icon represents a region where a threat may be
present, but it is not a threat boundary. Turbulence and hail can
extend outside the icon boundaries. Conversely, in some cases
flight crews may penetrate this region without incident. Turbu-
lence and hail might be present, but at a different altitude.
NOTE
There will be occasions where the associated threat icon ap-
pears suddenly. For rapidly growing cells the transition from the
Cumulous stage to the Mature stage can happen in a matter of
minutes. When the cell reaches the Mature Cell threshold, the
icon is displayed.
NOTE
The Mature Cell Associated Threat icon is displayed at all alti-
tudes during all phases of flight.
29
3.3.2.3 Anvil Top Associated Threat: Mature cells often form an anvil
top downwind of the thunderstorm. In these instances hail can be eject-
ed from the top of the cell and create a hail Anvil Top
danger area in downwind region. Above
25,000’ MultiScan ThreatTrack’s Anvil Top
Associated Threat warning uses the upper Cell
Core
level winds to define a potential region
of ejected hail downwind of the cell. The
region will be larger or smaller depending
on the wind velocity.
195o/60
NOTE
This is another reminder that, whenever possible, it is best to
transit thunderstorms to the upwind side.
NOTE
The downwind threat region is activated when the aircraft climbs
above 25,000 ft. and the wind is greater than 10 kt.
NOTE
Climbing through 25,000 ft. the icon shifts direction to orient
along the upper level wind axis and increases the downwind
length in direct proportion to the wind velocity.
Above the 25,000 ft. the Anvil Top Associated Threat uses upper level wind information to
rotate the Mature Cell Icon and extend it downwind into the predicted hail threat region.
30
3.4 Attenuation: Significant attenuation of the radar signal due to
absorption and scattering occurs as the transmitted pulse moves to its
furthest range and again during transit back to the receiver from a radar
target. In addition, beyond 80 NM a normal thunderstorm (defined as a 3
NM sphere of water) no longer fills the radar beam. As a consequence,
significant amounts of radar energy bypass the target entirely. The end
result is that, for weather targets detected at extended ranges, the signal
received back at the aircraft is significantly weaker than the original radar
pulse.
Transmitted Pulse
Return Energy
50 NM 80 NM 300 NM
31
3.4.2 Sensitivity Time Control (STC): STC is designed to compensate
for beam attenuation of the aircraft by increasing receiver sensitivity over
time so that more distant thunderstorm cells have more energy on the
target than do cells closer to the aircraft.
Sensitivity time control (STC)
increases receiver sensitivity over
time. As a consequence distant
Receiver Sensitivity
thunderstorm cells have more energy
on target than do close in cells.
STC Limit
Time (Distance)
As cells approach the aircraft STC decreases sensitivity to prevent the
cells from growing in intensity. However, due the use of increased gain
in AUTO (see section 3.1.2), STC limits for green are reached at approxi-
mately 40 NM and green (and occasionally some yellow) may appear on
the display. For instance, as the pictures below show, A potential transit
corridor between two cells is visible at 50 NM. However, due to STC limi-
tations, green returns are visible between the cells at 40 NM. Essentially,
at 40 NM the radar displays the haze layer that is between the two cells.
Flight crews will experience light to moderate chop when transiting this
corridor (see next Section 4.0, Radar Interpretation).
At 50 NM STC is un-
a potential able to com-
transit cor- pensate at
ridor can 40 NM and Transit Corridor
be seen haze layer fills with green
between the between
cells at the the cells is
top left of the displayed.
ND.
Potential Transit
Corridor
IMPORTANT
It should be considered normal radar operation when green
appears on the display at around 40 NM. In this case, green
represents navigable weather and light to moderate chop would
be expected.
32
3.4.3 “Radar Shadow”: When intervening rainfall becomes heavy the
radar beam may be so severely attenuated that there is not enough
energy to penetrate the weather, see what is behind, and then return to
the aircraft. When this situation occurs weather behind the intervening
rainfall will be masked. This area of hidden weather is often referred to
as an area of radar shadow.
Attenuated
Area Attenuated
Area
Attenuated Attenuated
Area Area
(1) Due to attenuation the cells at 5 NM are (2) Upon penetration attenuation increases.
masking significant weather behind them. Previously visible weather is masked.
(3) At the mid point of the penetration a (4) Near the trailing edge of the initial storm
small weather return is visible behind the cell several additional returns become
storm. visible.
Hook
(5) At the trailing edge of the initial cell the (6) After exiting the true extent of the
new returns form a new thunderstorm line. weather is visible. “Hooks”, such as the one
at the cell’s bottom right, have sometimes
been associated with tornado activity.
33
3.4.4 Path Attenuation Compensation (PAC) and PAC ALERT: Path
Attenuation Compensation compensates for intervening rail fall in order
to display more distant cells with the correct intensity. When the rain fall
intensity becomes so great that the system can no longer compensate
it Alerts the flight crew. The yellow arc on the edge of the outer range
scale of the picture below is a PAC Alert and indicates that the radar can
not see behind the interven-
ing cell. The area behind
the cell (radar shadow)
should be avoided since it
represents an area where
weather information is not
being displayed.
PAC Alert
Bar
Area of
Attenuation
The yellow PAC Alert bar warns (Radar
flight crews of attenuated regions, Shadow)
(sometimes called a radar shadow)
while maintaining the Quiet, Dark
Cockpit philosophy.
IMPORTANT
PAC and PAC Alert are active only when AUTO and CAL gain
are selected and the cell is within 80 NM of the aircraft.
AUTO CAL ND indicates
Gain Selected. VAR (CAL
PAC Alert is Gain not
displayed. selected).
PAC Alert is
not displayed.
WARNING
Never fly into an attenuated region (radar shadow). Substantial
weather threats may be present that are masked by the interven-
ing weather.
34
3.5 Beam Width and Cell Height Resolution: The MultiScan radar
utilizes a 3.5 degree beam. And although this may seem pretty narrow,
by 80 NM it is already 25,000 ft. in diameter (see picture below). As a
result, height estimation of the cell becomes more and more coarse the
further it is from the aircraft. Therefore, on occasion, weather that is ini-
tially visible at longer ranges may fall off the display as it approaches the
aircraft and the radar can better determine the cell height.
3.5o Radar
Beam
NOTE
The radar sees only large cells at 320 NM. Therefore, cells
visible on the ND at 320 NM are normally at the aircraft altitude
and will remain on the display until passing behind the aircraft.
NOTE
Cell top measurement begins at 120 NM with the intent of
having accurate deviation information by 80 NM.
NOTE
A single cell life cycle is approximately 60 minutes (see
Section 5.1.5.4). Therefore, over 320 NM, cells may appear or
disappear on the display due to normal cell growth and decay.
35
3.6 Predictive Windshear (PWS): Predictive Windshear is activated for
all altitudes below 2,300 ft. AGL for both the take off and landing phases
of flight when the PWS switch is selected to AUTO. Upon activation the
weather scan region decreases to 120o to enable faster weather and
windshear updates. Alerts are displayed in the cockpit below 1,200 ft.
Windshear
Warning
This particular windshear occurred during taxi. In these pictures from the cockpit the
windshear can be seen in the form of a line squall approaching the aircraft down the
taxiway. The pilot delayed his takeoff for 30 minutes until the thunderstorm had passed
the airport and departed without incident.
36
3.6.1 Windshear Detection Regions: The picture below shows the
windshear detection regions for Approach/Go Around and Take Off. A
windshear encountered in either the Yellow (Caution) or Red (Warning)
region produces an aural and visual alert in the cockpit. If a windshear is
detected in the Blue (Advisory) region only a windshear icon is displayed
Aircraft Heading Aircraft Heading
30 30 30 30
5 nm 5 nm
Advisory
3 nm 3 nm
Caution
Approach and Takeoff Role
Go-Around
Warning
Caution Warning
Advisory
NOTE
Even if the radar is turned off, windshear is automatically acti-
vated when takeoff speed reaches 35 knots. Aural alerts and
cockpit annunciators are operational.
NOTE
If the radar is on but in MAP or TEST mode and the system
detects a windshear event, the system display will automatically
change to the WX+T mode to display weather and windshear
icons. The selected range does not change automatically.
NOTE
The radar stores up to three windshear events of twelve sweeps
each. If further analysis of a windshear event is required the
information can be down loaded with a lap top computer.
37
4.0 Radar Interpretation
Under Warning?
Manual AUTO
Max Gain CAL Gain
Crews whose manual operating techniques include use of MAN Max gain and lower tilt
settings may believe that AUTO is under warning.
When crews use MAN CAL Gain and moderate tilt settings in an
oceanic environment thunderstorm cores often paint green. Experience
has taught these crews that green is a substantial threat and must be
avoided. When MultiScan is used in AUTO and paints the core red
and then adds substantial areas of yellow and green, some pilots may
consider the radar to be over warning.
Over Warning?
Manual AUTO
CAL Gain CAL Gain
Crews who use MAN CAL gain and normal tilt settings may believe that the radar is over
warning when AUTO is selected.
38
IMPORTANT
The MultiScan algorithms are designed to give a consistent
weather picture when using the radar in AUTO. Note, however,
that the display will not be the same as when operating in
manual. In fact, due to the use of Variable Temperature Based
Gain and the Quiet, Dark Cockpit philosophy, it is not possible
to get the same picture in MAN that you will see in AUTO.
MultiScan uses Variable Temperature Based Gain to better detect non-reflective cell tops.
As a result, at cruise altitude AUTO CAL Gain and Manual MAX Gain are similar.
IMPORTANT
When using the radar in AUTO most flight crews will see
more than they are used to seeing due to the use of Variable
Temperature Based Gain (see Section 3.1.2).
NOTE
During AUTO operation at cruise altitudes, Automatic
Temperature Based Gain enables crews to better see the true
extent of thunderstorms, pressure ridges, haze layers between
cells and potential icing conditions.
39
4.2 Radar Interpretation, Low Altitude Operations
4.2.1 Stratiform Rain: There are many times where the color green is
not a threat and indicates, at most, light to moderate chop. For instance,
consider the picture below where the majority of the display is painting
green. At lower altitudes this occurs during stratiform rain conditions and
only light to moderate chop would be expected.
5
Height (km)
3 Bright
Band
2
Green returns that fill the radar display are not normal at
cruise altitudes and may indicate Ice Crystal Icing conditions.
As the satellite picture below shows, ice crystals can be present over a
broad geographic area. These ice crystal clouds are normally caused
by significant amber or red cells beneath the aircraft altitude. Ice Crystal
Icing has resulted in T.A.T. anomalies and engine power loss.
TAT Start
TAT End
WARNING
If High Altitude Ice Crystal conditions are suspected exit the
region as soon as practicable.
Example 1: On the following page the view out the captain’s window
shows a “ridge” of weather at 25 NM. This “ridge” is actually the extreme
top of weather that is well below the aircraft. Because there is no major
cell activity displayed in conjunction with the green returns this weather is
navigable and the crew can anticipate light to moderate chop. With older
generation radars this green area of weather would not have been visible
and light to moderate chop would have occurred unexpectedly upon
penetration.
43
The extreme top of low
lying weather appears as
a green band at 25 NM on
Weather band the radar display.
at 25 NM
The band of weather at 25 NM represents the extreme top of weather that is well below
the aircraft. Since there is no major cell activity, the green returns on the radar display
represent navigable weather and the crew can anticipate light to moderate chop.
Example 2: This 787 display (below left) shows normal thunderstorm
activity. The circular shape of the cells and the shallow gradient between
colors indicates convective activity but no unusual threats. In this case,
green represents the outer boundaries of the cells and the pilot chose
to navigate between the two cells containing yellow cores. Whenever
possible, avoid all thunderstorm activity by 15-25 NM. However, when
navigation between cells is required, these type cells present the lowest
thunderstorm threat.
Route
Navigated
As the pictures out the First Office’s window show, the cells on the display represent
relatively benign air mass thunderstorms. The circular/oval shapes and shallow gradients
indicate convective activity but no unusual threats.
Example 1: At initial glance the weather displayed at the top of the next
page looks relatively benign. The gradient between colors is shallow
and there is not a prominent red core. However, the two fingers that
extend to the right of the cell’s core indicate an internal shear force.
Even though these returns are green, they still represent a threat to the
aircraft. In fact, the dark area between the two fingers is an indication of
a potential hail shaft and should not be transited.
Example 1: The area
between the two “fingers”
Potential
that extend to the top right
Hail Shaft
of this cell is indicative
a potential hail shaft.
Although the bottom finger
paints green, it should not
be transited.
Example 2: The radar below is displaying two fingers that emanate from
the main cell in the upper left of the display. Again, this is an indication of
a possible hail shaft. In addition, the hook at the end of the bottom finger
has sometimes been associated with the development of tornadoes.
Avoidance of these type cells by 15 - 25 NM is recommended.
Hook
Example 3: The irregular shape of the cells (top next page) indicate
severe weather. Steep gradients between colors are associated with
very strong updrafts and downdrafts. The finger at the bottom of the
center cell indicates strong shear forces and the U-shapes in both cells
indicate possible hail shafts. Avoid these types of cells by 15-25 NM
whenever possible.
45
Example 3: The steep
gradients of these
cells indicate severe
turbulence. The U-shapes Potential
associated with each cell Hail Shafts
are potential hail shafts.
Steep
Gradient
Scalloped
Edges
46
4.5 Radar Interpretation, Oceanic Weather: Oceanic cells are far less
reflective than land based cells and the majority of the majority of the
water content is located at lower altitudes (see section 5.1.4.1, World-
wide Weather Variation, for details). In order to estimate whether or not
the cell top reaches the aircraft’s altitude, the radar
measures the height of the reflectivity in the lower
portion of the cell. Weather models are then used
to estimate the cell’s actual height (see section
5.1.4.2, Geographic Weather Correlation Technol-
ogy, for details). Because oceanic cells tend to
rain out at low altitude they are notoriously
difficult for the radar to display properly.
Non-
Example 1: In the example below notice that reflective
oceanic
a small oceanic cell with a red core is visible cell
at 120 NM. The cell continues to display a Oceanic
red core through the 100 NM, 40 NM and 20 cells are ap-
proximately
NM range scales and stays on the display 200 times less reflective than land
until it passes behind the aircraft. The cell base cells and the majority of the
is initially visible through the haze at 20 NM water in the cell is located at low
and fully visible at approximately 2.5 NM. altitudes.
120 NM 100 NM 40 NM
20 NM
47
Example 2: In the following example a small cell is displayed on the ND
near the aircraft flight path at 120 NM. It initially has a small red core
which turns to yellow by 80 NM and then green by 50 NM. Since the
cell does not reach the altitude anticipated by the radar it eventually falls
below the radar beam and is removed from the display at approximately
35 NM.
At 120 NM it is difficult to tell visually if these cells are at or below the aircraft flight
path. But at 40 NM it is clear that they are below the aircraft and not a threat.
120 NM
80 NM 60 NM
40 NM
Because the cell is below the aircraft it decreases in intensity and size as the aircraft
approaches it and then disappears from the display at approximately 35 NM.
Recommendations:
(1) If cell characteristics do not change between 120 and 60 NM (i.e. the
size and color remain the same), then the cell is more than likely at the
aircraft altitude and a deviation should be requested.
(3) A small green cell that remains on the display is an indication that
the aircraft will clip the top of a lower lying convective cell and moderate
turbulence is possible.
48
5.0 How the (MultiScan ThreatTrack) Radar Works
Flight Path Hazard Analysis adjusts the radar’s detection and analysis
parameters based on phase of flight to provide a more accurate threat
picture for flight crews. See the chart below for functions that are
activated in various stages of the flight.
In Route:
(1) Geographic Wx Correlation (pg. 55) Climb/Descent:
(2) Automatic Temp Based Gain (pg. 55) (1) Flight Path Wx Scan
(3) OverFlight Protection (pg. 62) (2) Mid Altitude Associated Threat (pg 32)
(4) Predictive OverFlight (pg. 30)
5.1.2.1 The Challenge: When a radar beam paints a target the return
comes back to the aircraft as a single pulse indicating something (or
some group of things) is at a particular range. The return does not
contain discreet digitized data that can be separated into different
components like terrain and weather.
In addition, remember from section 3.5 that the width of the radar beam
makes it very difficult to accurately determine heights of targets at
extended ranges. And finally, a radar beam is similar to the flashlight
beam shown below left. The flashlight beam has an inner core or “hot
spot” (equivalent to the 3.5o radar beam). The beam also has a corona
and (side) spill area where objects with distinct edges or that are very
reflective would be visible. In the same way, radar beam side lobes
may detect objects outside of the normal 3.5o beam width (at 6o or even
9o). With certain types of terrain such as the cliff face displayed below,
very strong returns will show up further out on the edge of the beam and
unexpectedly introduce ground clutter into the picture. Cities are even
a greater problem because man made structures are very strong radar
reflectors, and again, introduce clutter into the side lobes of the radar
beam. Therefore, a simple ground clutter removal strategy that only
uses tilt will invariably introduce unwanted clutter into the picture.
Flashlight Beam
de Sp
S i r o n i ll
Co a
Hot
Spot
Objects may be detected Certain types of terrain such as cliff faces and man
outside the center of a made structures such as cities are very strong radar
flashlight beam. Similarly, reflectors. Radar side lobes may pick up returns from
radar side lobes may also these type objects well outside the normal 3.5o beam width,
pick up returns outside the complicating the removal of ground clutter from the display.
normal 3.5o beam width
50
5.1.2.2 Ground Clutter Elimination: MultiScan’s Beam to Beam
Power Comparison is the enabling technology that facilitates Ground
Clutter Elimination and the Quiet, Dark Cockpit Philosophy. MultiScan
eliminates ground clutter by using an internal terrain table to draw a line
that is conformal to the earth’s surface. The radar then uses two radar
sweeps at two different tilt angles to examine the area in front of the
aircraft. The different tilt angles result in different strengths in the returns
of the same target. By doing a power to power comparison it is possible
to determine if a return falls below or above the conformal line. Returns
that fall below the line are eliminated as ground clutter. Returns that
are above the line are considered to be weather. Beam to Beam Power
Comparison is also able to remove clutter outside the normal 3.5o beam
width (see previous section).
Ground clutter removal
Co Beam to
nform Beam Power
a l L in e
Comparison
Weather targets below the 6,000 ft. line (approximately) are not displayed
NOTE
The end result is a Quiet, Dark Cockpit. Only threats at the aircraft
altitude are displayed making navigation decisions easier and more
efficient and reducing crew work load.
Cells at
160 NM Cells at
70 NM
Shear Non-threat
Cells at
Non-threat Wx
70 NM
Wx is not
displayed
Shear
Quiet, Dark Cockpit: Note that only threat weather is displayed. In addition, the
prominent cell at the 11:00 O’clock position has an internal shear force that can
be seen out the windscreen as a secondary cell. Also notice the cells at 70 NM
and the cells coming on to the display at 160 NM.
52
5.1.3 Automatic Temperature Based Gain: A fundamental problem
that can lead to inadvertent thunderstorm top penetration is the fact that
the tops of thunderstorms are nonreflective. Thunderstorm tops are
composed primarily of ice crystals which are very poor radar reflectors.
Thus, every thunderstorm has a radar top (reflective top) and a visual top
(what you can see with your eyes) and they are very seldom the same.
Visual Top
A primary threat to en route weather
avoidance is the fact that thunderstorm
cell tops are nonreflective
Radar Top
Automatic Temperature Based Gain moves the nonreflective portion of the storm (the radar
top) higher in the cell to reduce the likelihood of inadvertent thunderstorm top penetration.
(Kelvin)
(Kelvin)
54
In the chart below note that all cells demonstrate strong reflectivity
characteristics below the freezing level. However, at cruise altitudes
Mid-Latitude Continental cells are, in general, 20 dB (200x) more
reflective than Equatorial Oceanic cells. Equatorial Continental cell
reflectivity characteristics fall in between.
Thunderstorm Vertical Reflectivity Characteristics
(Based on Region)
Land masses cause
differential heating
20 dB Difference in
that produces strong Reflectivity
updrafts. Thus
moisture is carried
to high altitudes Cruise
and increases 35,000’
the reflectivity of
land based cells.
Height (Feet)
however, act as a
heat sink (constant
temperature) resulting
in only moderate Freezing Level
updrafts and less 16,000’
Continental Land
Based Cell
moisture/reflectivity at
higher altitudes.
Mid-Latitude Continental
Equatorial Continental
Equatorial Oceanic
TRMM
Profiles
CloudSat
Profiles
Climatology
Models
56
Threshold
Threshold
Threshold
58
5.1.5.3 Individual Cell Analysis: Once the cell cores are identified,
individual high resolution thunderstorm assessments are performed.
High resolution vertical scans are the equivalent of up to 120 horizontal
scans yielding precise information concerning the thunderstorm makeup.
5.1.5.4 Cell Life Cycle: The stage of life cycle development of a cell
is also a key indicator of a thunderstorm’s threat. A typical air mass
thunderstorm has about a 60 minute life cycle (Multi-cell storms last
approximately three hours).
Cumulous Mature Dissipating
0 Minutes 8 15 23 30 38 45 53 60
Lightning potential exists during the latter cumulous stage and the mature stage of thun-
derstorm development. During the Mature stage additional threats include hail and severe
turbulence which may extend outside the cell boundaries
59
During the early developing cumulous stage and late dissipating stages
of the cell threats are relatively minor. However, during the later stages
of cumulous development, cells do become electrified around the
freezing level due to the collisions between positively and negatively
charged ice particles. This resulting electrical potential forms the
basis for possible lightning discharges. During the mature stage of a
thunderstorm hail and turbulence may extend outside the cell boundaries
and severe cloud to cloud and cloud to ground lightning is possible.
MultiScan ThreatTrack uses the cell life cycle information to differentiate
between the various cell threats. For instance, late stage cumulous cells
are primarily a lightning threat in the vicinity of the freezing level (see
section 2.4.3.2.1) while mature cells pose turbulence, hail and lightning
threats at all altitudes (see section 2.4.3.2.2).
Direction of Flight
When a cell top is at the aircraft altitude it is common for the storm to fall off the display as
the aircraft nears it due to the fact that the radar beam is no longer scanning the reflective
portion of the cell.
As seen on this 747 display, with OverFlight protection this low reflectivity
oceanic cell stays on the display until it passes behind the aircraft. The
pilot commented that it is not unusual for this type of cell to fall off the
display 40 NM from the aircraft and then give the aircraft a good “thump”
should the crew fly into it.
60
5.2.2 SmartScan: SmartScan ensures real time weather updates during
aircraft turns. When an aircraft turns a black wedge appears on the
display due to the fact that the radar antenna has not yet scanned this
new weather region. This condition is made worse with new automatic
radars that take multiple sweeps to fill the memory buffer before the
weather information is displayed. When an aircraft turns, SmartScan
begins a sector scan in the direction of the turn and weather that is falling
off the back side of the display is “pasted in” from the memory buffer.
The result is that MultiScan actually updates the display with real time
weather more rapidly in AUTO (even with multiple scans) than the radar
can in manual with only one scan.
SmartScan enables
real time weather
updates in the
direction of aircraft turn
Wx from memory
buffer completes
Wx picture
SmartScan sector
scan in direction
of turn
SmartScan uses a sector scan in the direc-
tion of the aircraft turn to ensure that the Wx
picture is rapidly updated even when multiple
scans are being used to gather Wx data. Wx
that is falling off the display is “pasted” from
the computer’s memory buffer to provide a
total Wx picture.
No “wedge”
even during
45o turn
61
5.2.3 TrueZero Three Axis Trim Correction: An aircraft may produce tilt
errors that are invisible to the radar. For instance, a 0.7 degree tilt error
has been consistently observed on one air transport aircraft, and this is
equivalent to a miss in altitude of approximately 7,000 ft. at 220 NM. An
error of this magnitude could either introduce ground clutter into the pic-
ture of over scan long range weather. MultiScan’s TrueZero algorithms
compare the radar returns with the radar’s terrain table information, and
a three axis trim correction is made and stored in the computer’s memory
for use on the current and future flights. The algorithms are activated
when the aircraft is level and above 17,000 feet AGL with terrain occupy-
ing the majority of the field of view. In optimal conditions capture can
occur in as little as 5 minutes. This is a continuous process that further
refines the tilt over time.
NOTE
If a new R/T has been installed in the aircraft ground returns
may be displayed on the aircraft’s initial climb out. Once the
aircraft is level above 17,000 ft. AGL and the three axis trim
correction is applied, ground returns should disappear from the
display.
5.2.4 Radar Scan and Tilt Philosophy: When AUTO is selected Multi-
Scan uses two radar sweeps at two different tilt angles to collect terrain
and weather information. The separation between the beams remains
constant. The displayed tilt angle is the average of these two beams.
The resulting returns are digitized and stored in a temporary memory
buffer. At take off tilt will be approximately +5 degrees, although it may
be higher if surrounding terrain has significant height. At 10,000 ft. AGL
the tilt angle is approximately zero. And above 10,000 ft. AGL the bottom
scan is always centered on the radar horizon. Thus, tilt indications will
gradually decrease as the aircraft climbs above 10,000 ft AGL.
62
6.0 Manual Operating Techniques
WARNING
When MAN is selected the radar functions as a traditional
weather radar. Tilt and gain must be controlled manually.
AUTO is recommended in all phases of flight.
WARNING
In MAN mode automatic features that are designed to prevent
inadvertent thunderstorm top penetration (Temperature Based
Gain, OverFlight Protection, Geographic Thresholds) are
disabled. See section 6.1.3.3 for special manual procedures to
prevent inadvertent cell top penetration.
NOTE
In most instances, the flight crew is looking for a compromise tilt
angle between too much ground returns and too little weather
returns. The best tilt setting will vary depending on the aircraft
phase of flight (i.e. low altitude, mid altitude and high altitude).
Low
Reflectivity
Too High
Compromise High
Reflectivity
Too Low
During manual operation the best tilt angle is most often a compromise
between a tilt angle that causes too much ground clutter and a tilt angle
that detects too little weather.
63
6.1.1 Low Altitude Tilt Control (Below 10,000 ft.): Below 10,000 ft. a tilt
setting of +5o is recommended. Below 10,000 ft. the flight crew is busy
with a variety of tasks from check lists to talking with approach/departure
control. Setting a +5o tilt and leaving it set through 10,000 ft. reduces
cockpit work load. The +5o setting will eliminate most ground clutter and
detect the majority of the weather in the immediate vicinity of the aircraft.
6.1.1.1 Initial Climb Out: It is typical for a two engine air transport
category aircraft to climb out after take off at approximately 240 kts with
a 3000 fpm rate of climb. This equates to a 7o climb angle. Since the
radar beam is approximately 3.5o wide, a +5o radar tilt angle keeps the
outer edge of the radar beam pointed close to the aircraft flight path, pro-
vides adequate weather detection ranges, and eliminates most ground
clutter.
Radar Tilt
(+5 degrees)
WARNING
6.1.1.2 Descent below 10,000 ft.: Below 10,000 ft. a +5o tilt angle
remains the preferred tilt. Since weather is generally highly reflective
below 10,000 ft., a +5o tilt angle will detect most weather while at the
same time eliminating the majority of ground clutter. The benefit to a +5o
tilt angle is that this tilt setting can be set and forgotten during the critical
approach and landing phase of flight, thus reducing crew work load.
64
6.1.2 Mid Altitude Tilt Control (10,000 - 25,000 ft.)
The radar tilt has been set to display clutter at the outer edge of the 80 NM range. This
will keep the beam pointed into the reflective part of thunderstorm cells and reduce the
possibility or inadvertent thunderstorm top penetration. In most cases the clutter ring will be
solid, but in this particular instance the terrain is mountainous and the returns are patchy.
Note that this tilt technique also works to set the proper tilt for the 40 NM range scale.
NOTE
80 NM is the best tactical range scale for weather detection and
avoidance and should be used to determine deviations.
65
6.1.2.2 Tilt Technique, 160 NM Ranges Scale: Setting the proper tilt
for the 160 NM range scale is more difficult. Due to the curvature of the
earth the edge of the beam is parallel to the earth’s surface at this range
and it is not possible to get a solid clutter ring at the edge of the display.
In this case, lower the tilt until ground clutter is displayed. Then slowly
raise the tilt until the display is covered with what appears to be electron-
ic “noise”. This ensures that the edge of the beam is right at the earth’s
surface. Solid returns are cells that are poking up through the clutter.
Thunderstorm Cells
"Noise"
"Noise" "Noise"
Electronic "noise" or speckles indicate that the edge of the beam is right at the earth's
surface and that tilt has been set properly for the 160 NM range scale. Thunderstorms
are visible through the clutter.
WARNING
The 160 NM range scale should be used strategically for detec-
tion of long range weather. Tilt will be higher than for the 80 NM
range scale and this increases the likelihood of inadvertent cell
top penetration. After viewing the long range weather, return to
the 80 NM range scale.
66
6.1.3 High Altitude Tilt Guidelines (25,000 ft. and Above)
6.1.3.1 High Altitude Tilt Control: At higher altitudes the exact same tilt
techniques are used as at mid altitudes: ground clutter in the outer edge
of the 40 and 80 NM range scales and clutter specs or “noise” for the 160
NM range scale. The major difference is that at higher altitudes thun-
derstorm tops may become completely glaciated (formed entirely of ice
crystals) and reflect very little radar energy. This significantly increases
the risk of inadvertent thunderstorm top penetration and special precau-
tions should be used to keep the aircraft safe.
WARNING
Over-scanning and subsequent inadvertent thunderstorm top
penetration is a significant threat during high altitude manual
operations.
6.1.3.2 Over Scanning: It is not unusual for cells to fall off the display
as they approach the aircraft even though tops are still at the aircraft
altitude. This occurs because at a constant tilt setting the radar progres-
sively scans higher in the cell as the aircraft approaches it.
Direction of Flight
Cell at Cell at
30 NM 5 NM
As the aircraft approaches a thunderstorm the beam will progressively scan higher into the
non-reflective portion of the cell (top picture). Thus, the cell may fall off the display even
though the top is still at the aircraft altitude. The circled cell (bottom pictures) is 2,000 ft.
above the aircraft altitude, but falls off the display at 25 NM due to over scanning.
67
6.1.3.3 Over Scanning Prevention Methods
Weather moving
through clutter ring
WARNING
Cells that fall off the display within 40 NM of the aircraft should
be avoided, even though they are no longer on the display. The
non-reflective cell top may still be at the aircraft altitude.
80 NM 40 NM
Range Scale Range Scale
Aircraft at 35,000 ft. Captain’s tilt set for the Aircraft at 35,000 ft. First Officer’s tilt set for
80 NM range scale. 40 NM range scale. Note the “finger” (see
Section 4.3.2.3) directly in the aircraft path
that has disappeared from the 80 NM range
scale display
NOTE
For best tactical situation awareness pilots can select different
range and tilt settings. When different tilts or modes are se-
lected, the radar will update the Captain’s display on every right
to left radar scan and the First Officer’s display on every left to
right scan. Thus, display updates will occur every eight sec-
onds and will alternate between the Captain and First Officer’s
NDs.
69
6.1.4 Tilt Settings When Descending from High Altitude: If the tilt
is set properly at cruise altitude and then is not raised as the aircraft
descends the radar beam will progressively “dig” deeper into the ground.
The result is a very colorful display of ground clutter that may fully mask
weather returns.
6.1.5 Oceanic Tilt Settings: When operating over water there may not
be adequate reflectivity to display clutter at the edge of the range scale.
Should clutter be insufficient for determining the appropriate tilt angle,
the table below provides suggested tilt angles. The tilt settings place the
radar beam at the edge of the outer range scale.
Altitude 40 NM 80 NM 160 NM
o o
40,000 ft. -7 -3 -2o
35,000 ft. -6o -2o -1o
30,000 ft. -4o -1o 0o
25,000 ft. -3o -1o 0o
20,000 ft. -2o 0o +1o
NOTE
Tilt settings may not be exact. The radar changes tilt in 0.25o
increments, but only whole numbers were used.
70
6.2 Long Range Weather Detection: The ability to gather strategic
weather information out to 320 NM during manual operation is possible
if one understands the concept of the radar horizon and then adjusts
tilt appropriately. Over a distance of 320 NM the curvature of the earth
causes the earth’s surface to fall away by approximately 65,000 ft. Thus,
if the aircraft is at 35,000 ft. at its current position, the earth’s surface
is actually 100,000 ft. below the aircraft at 320 NM distance. The point
where the earth’s surface falls below the radar beam and ground clutter
is no longer displayed is the radar horizon.
To detect over the horizon weather the radar beam should be adjusted so
that it “peeks” over the radar horizon. To accomplish this first adjust the
tilt for the 160 NM ranges scale (see Section 6.1.2.2). This puts the bot-
tom edge of the beam right at the surface of the earth. Remember that
the radar beam is 3.5o wide (Section 3.5). Lower the tilt an additional
1.5o. This places the bottom half of the beam in the ground clutter and
allows the top half of the beam to “peek” over the radar horizon.
Radar Horizon
The radar horizon is the point where earth’s surface has dropped below
the radar beam and ground returns are no longer displayed. When the
radar beam is centered on the horizon the radar is able to “peek” over the
horizon to detect long range weather.
The following picture shows the end result. The aircraft is at 23,000 ft. A
down tilt of -2.5o has been selected by the pilot. The radar horizon is at
71
186 NM. Intermediate weather is masked by the ground, but long range
strategic weather is now clearly visible at 300 NM.
300 NM Weather
Radar Horizon
72
7.0 Notes
7.1 Manual Notes: This guide describes the operation of the Rockwell
Collins WXR–2100 Series MultiScan ThreatTrack Weather Radar.
To learn about specific operations of the radar refer to Section 2.0,
“Controls”. For radar interpretation and pilot techniques refer to Section
3.0, “Displays” and Section 4.0 “Radar Interpretation”. To learn more
about the radar itself, refer to Section 5.0, “How the Radar Works”.
NOTE
Illustrations in this operator’s guide are for illustrative purposes
only. Some of the information shown is determined by other
equipment installed in the aircraft, the Flight Management
System (FMS) options installed, the interconnect wiring on the
aircraft, and the regime of flight.
NOTE
Some aircraft operators can have special procedures that are
different from those given in this operator’s guide. Refer to the
applicable AFM for instructions specific for your aircraft or to the
airline instructions for your specific operator.
NOTE
Most aircraft/airline operators establish guidelines for storm cell
avoidance distances. The crew has the sole responsibility to
decide how close to approach various types of storm cells. It is
suggested that these areas be avoided by no less than the mini-
mum distance established by the flight operations department.
73
The following Rockwell Collins trademarks are found throughout this
operator’s guide.
• MultiScan™
• MultiScan ThreatTrack™
• OverFlight™
• Predictive OverFlight™
• SmartScan™
• TrueZero™
• Geographic Weather Correlation™
• Track While Scan™
7.2 Radiation Hazard: The MultiScan radar uses 150 watts of energy.
To provide a practical safety factor, the American National Standards
Institute has specified a maximum level of 10 mw/cm2 for personnel
exposure of 6 minutes or longer to radar antenna electromagnetic
radiation. The exposure time is limited to the amount of time within the
antenna pattern during each sweep. The Rockwell Collins WXR-2100
radar system falls well below the 10 mw/cm2 standard. However, there
is some disagreement that the 10 mw/cm2 standard is low enough.
Microwave ovens represent a more public safety concern and their
leakage standard has been set at 4 mw/cm2. The WXR-2100 power
density is half or less than that of the microwave oven standard.
NOTE
Some sources suggest that any radiation exposure can be
harmful, especially long term. Each airline must make their own
decision on this, as exposure to radiation is occasionally cited
by an employee as a cause of physical injury.
NOTE
The intensity of the spoke can vary widely from a barely perceptible
green up to a strong red/yellow/green return depending on the strength
of interfering signal. The interference can also trigger a magenta
turbulence indication or even trigger an Associated Threat speckled
icon for newer ThreatTrack systems. Additional examples of spoking
including turbulence and Associated Threat effects are shown in the
images that follow.
75
Auto Mode Auto Mode
showing showing a
a green spoke with
“spoke” turbulence
return along indication
the aircraft out to 40
heading NM.
Manual Manual
Mode Mode
showing with radial
spoke with spoke ex-
turbulence tending
indication through
out to 40 a Military
NM. Restricted
Area.
76
The Sun is also a very strong microwave
emitter and can produce a similar spoking
effect if the antenna sweeps directly past
the sun. Notice that the energy of the
sun in line with the aircraft heading during
sunrise has also created a spoke, albeit of
less intensity.
7.4 V1 Differences
Aircraft clear
to pass to left Blooming at
of cell 7 NM
A nuisance alert consisting of weather blooming in front of the aircraft at 7-10 NM is a result of
an error in the V1 software. As long as the return blooms only to green or yellow it indicates
weather that is below the aircraft attitude and light to moderate chop would be expected.
77
In this sequence of photos the crew made the decision to deviate through the green path
between two cells. In the second picture yellow blooming is beginning directly ahead of
the aircraft at 10 NM. Blooming continues until the entire area within 10 NM of the aircraft
has turned yellow. Blooming over represents the threat. Only light chop was encountered.