MultiScan ThreatTrackTM Radar
Operational Overview - Airbus
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AGENDA
• Introduction
• Controls
• Displays (Displayed
Information)
• Radar Interpretation
• Threat Track Features
• How the Radar Works
• Manual Operation
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Introduction
(Airbus)
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MultiScan (2002)
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Ground Clutter Elimination, Weather to 320 NM
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MultiScan V1
Quiet, Dark Cockpit
Cell Top Measurement
Safe: 69%
Efficient: 23%
Geographic Weather Correlation
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Quiet, Dark Cockpit: Safest and Most Efficient Flight Path
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MultiScan V1
Safe: 92.3%
Efficient: 92.3%
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Quiet, Dark Cockpit
Safe: 69%
Efficient: 23%
Quiet, Dark Cockpit: Safest and Most Efficient Flight Path
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MultiScan ThreatTrack (2014)
MultiScan ThreatTrack - 2014
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Threat Analysis and Display (No More Rain Gauge Radars!)
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TAAG Angolan
Egypt Air
JAL
Air Europa
Eurocypria
Qantas
Oman
China Eastern
Air China
Hong Kong
dba
American
Shandong
Emirates
TAP
Batavia
Lux Air
Primaris
Thai
Lufthansa
EVA
Spirit
Air Lingus
Indigo
TACA
Czech
Air Berlin
debis#
Guggenheim#
RBS#
Tibet
Privatair*
Iceland Air*
CIT Aerospace#
Pegasus Air Finance*
CR Airways*
Etihad
Jet Star*
Dobrolet
Air Algerie
Travel Service*
Gulf Air
Air Niugini*
Ruili
8 | © 2018
ALAFCO#
SriLankin
FAA
LCAL*
Royal Jordanian
Air Bridge Cargo+
AWAS#
Scoot*
BBJ
China Cargo
Xiamen
MultiScanTM
Customers
Burak
Chongqing
Malev
AeroMexico
Virgin Blue
Air Logic
China Airlines
Air France
Shanghai
Hainan
Shenzhen
Norwegian
Sun Country
First Choice
Spice Jet
DHL
Bangkok
Air Mauritius
Jade Cargo
Jet
BBAM#
British Midlands
Vietnam
Tarom Romania
Thomas Cook
Malaysia
Royal Brunei
XL Airlines
KLM
Virgin Australia
Cebu Pacific
Alitalia
Dragon Air
ANA
Delta
LAN
Qatar
Sichuan
German Wings
Air Asia
TAM
Yemen Airways
Avianca
Northwest
Jazeera
Swis
Aegean
Independence Air
Air Cairo
Air Seychelles
Royal Dutch AF
Italian AF
Japanese Self
Defense Force
Korean
United
Monarch
British*/GB Airways
Air Comet
Singapore
US Airways
Druk Air
Silk Air
Bahrain Air
Volaris
Air Arabia
AerCap#
BOC#
Intrepid#
Aviation Capital#
Lot Polish*
Air India
Royal Air Morocco
Air Canada*
Kenya*
Air Fiji
TUI
Air Berlin
Arik Air*
Aeroflot*
Azerbaijan
Dubai Aerospace
Cathay Pacific+
Nippon Cargo +
ICBC#
Chengdu
Joy Air
Juneyao
Uni
Alaska
Jetlite
Kuwait
Libyan
Midroc
SunExpress
Transavia
ILFC#
Garuda Indonesia*
Virgin Atlantic
Cargolux
Hamburg International
S7 Airlines
Lion Air
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LoongAir
Adira
Kunming
Vistara
Air One
Air New Zealand
Blue Panorama
Dragon Aviation#
Avalon Aerospace#
Uzbekistan
China Southern
Atlas Air +
Iberia
Turkish
Iraqi
AP Fleet#
Asiana
Nepal
Air Macau
Copa
Viet Jet
Fly Dubai
Skybus
Avianca
Air Austral
HK Express
GoAir
Bimen Bangladesh
Donghai
South African
TransAsia
AAR Corp#
Jet2
9000+ Systems in Revenue Service, 195+ Customers, 2000+ Backlog Orders
Air Asia X
GOL
Ethiopian
Al-Jaber
Qingdao
Azul
*787, +747-8
#Leasing Company Baseline
Controls and Displays
(Airbus)
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Wx Radar Control Panel
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ND Annunciations – Manual Selected
• Manual Operation
• Gain is not in the
CAL position
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ND Annunciations – AUTO Selected
• AUTO Operation
• Gain is in the CAL
position
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Wx Radar Control Panel
Quiet Dark Cockpit: Non-Threat Wx Is Not Displayed
Path Attenuation and Correction (PAC) Alert – Area of Attenuation
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Radar Design Criteria for
WX/WX+T/WX + HZD Modes
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Path Attenuation and Correction (PAC) Alert – Area of Attenuation
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On All Range
Scales
WX+T (Weather Plus Turb) Mode
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Out to 40 nm
On All Range
Scales
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WX+T (Weather Plus Turb) Mode
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WX+Turb+HZD (Weather Plus Turb Plus Hazard) Mode
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WX+Threat (New ThreatTrack Features)
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Wx Radar Control Panel
Interstate 90
Interstate 88
Interstate 55
Interstate 80
Lake Michigan
Full Above and Below Gain Control is Available
During Both Manual and AUTO operation
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Wx Radar Control Panel
Tilt is Inactive During Automatic Operation
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Recommended Operating Mode
AUTO, CAL Gain,
WX+T+HZD
is the recommended
operating mode in all
phases of flight
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Displays (Displayed Information)
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Gain Control Settings
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Gain Control Settings
40 dB
10 dB
30 dB
10 dB
Every 10 dB of gain change
represents an increase or
decrease of one color level
20 dB
Min Gain (-14 db)
One and a half color level decrease
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CAL Gain (0 db)
Standard Rain Rate Reflectivity
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Max Gain (+16 db)
One and a half color level increase
Automatic Temperature Based Gain
Glaciated
(composed of ice crystals)
-40oC
Freezing Level
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Automatic Temperature Based Gain
-40oC
Manual CAL Gain
Manual MAX Gain
Freezing Level
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AUTO CAL Gain
Radar Design Criteria
for WX/WX+T Modes
Quiet Dark Cockpit Philosophy
737NG HUD display
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Example
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Non-Threat Weather
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Beam Characteristics
(Attenuation)
Energy that misses target
Range Attenuation
Return Energy
50 Nm
Target no longer fills beam 300 Nm
300 NM
160 NM
80 NM
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Beam Characteristics
Receiver Sensitivity
(Sensitivity Time Control)
Sensitivity Time Control (STC)
Sensitivity time control compensates for the loss of signal attenuation. As the range to the
target changes, the STC circuitry also changes the sensitivity of the receiver to
compensate for the signal loss due to distance. This is commonly referred to as the STC
range. The STC range is 80 miles for the WXR-2100. Within the STC range the radar will
accurately display precipitation intensity levels (rainfall rates).
Time
40 Nm
Less Gain
80 Nm
More Gain
Note: STC is effective when the
weather is within 80 nm of the aircraft
and when “CAL” Gain is selected.
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Range Attenuation – An Example
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Attenuation Sequence
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Path Attenuation
(Southern Airways Flight 242)
Pilot’s Radar Presentation
Actual Weather
In April 1977 the crew of Southern 242
Aircraft
Penetrates
Extreme
was working
their
way through
an area of
Thunderstorm
Reaching
to
cells over eastern Alabama - 55,000
Feet that is Producing Tornadoes
FO: “Whichand
wayThree
do weInch
go across
Hail here or
go out…I don’t know how we get through
here, Bill.”
CPT: “ I know, you’re just gonna have to
go out…”
FO: “Yeah, right across that band.”
CPT: “All clear left approximately right
now. I think we can cut across there
now.”
FO: “All right, here we go.”
Since 1975 at Least Ten Fatal Accidents Have Occurred in the United States
Where Radar Attenuation was a Major Contributing Factor
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Path Attenuation Correction (PAC) Alert
PAC Alert is active only when AUTO and CAL Gain are selected
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Radar Beam Width = 3o
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Radar Beam Width and Its Affect on Weather Rejection
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Example: Cells Right at the Aircraft
Altitude
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Windshear
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38
Windshear
(Detection Zones – Airbus aircraft)
30
30
30
30
5 nm
5 nm
3 nm
3 nm
Warning
Caution
Advisory
Weather Detection Region
0.25 nm
0.25 nm
Approach and
Go Around
0.25 nm
0.25 nm
Take Off
Note: The radar is capable of detection windshear with as little as .0364 mm/hr or 1.4 thousandth of an inch/hr of
rainfall
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Radar Interpretation
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Under Warning?
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Flight crews will often adjust the radar manually to get the weather picture they expect. However, as the
next slide shows, this often does not correlate with the AUTO display
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Over Warning?
Flight crews will often adjust the radar manually to get the weather picture they expect. However, as the
next slide shows, this often does not correlate with the AUTO display
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Example - Gulf of Thailand
Manual CAL Gain
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Manual MAX Gain
AUTO CAL Gain
Reflectivity (Bright Band/Red Out)
30 nm
Bright Band occurs at and
below the freezing level in
strata form cloud formations.
Cockpit Display
Bright Band
Bright Band
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Low Altitude Stratiform Rain
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High Altitude Icing
Flight Test Plot of High
Altitude Icing Conditions
with Radar in AUTO
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High Altitude Icing
Flight Test Plot of High
Altitude Icing Conditions
with Radar in AUTO
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Radar Display Interpretation
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Radar Display Interpretation
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Non-Reflective Weather
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Non-Reflective Weather
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Non-Reflective Weather
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Over Sensitivity
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SB-7 Oceanic Over Sensitivity
Bay of Bengal
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SB-7 Oceanic Over Sensitivity
If the cell progressively decreases in intensity as it nears the aircraft do not immediately deviate, but
rather monitor the cell to determine if it will fall off the display.
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SB-7 Oceanic Over Sensitivity
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SB-7 Oceanic Over Sensitivity
A cell
that maintains intensity from 120 – 80 NM should be considered to be at the aircraft altitude and a
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deviation should be requested.
MultiScan Threat Track Functions
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ThreatTrack Helps Delta Escape Irma

September 6, 2017

Deadly Category 5 Hurricane Irma
bears down on Puerto Rico

Delta Airlines sends flight from JFK
to SJU in ThreatTrack Equipped
B737-900

Aircraft turned in 52 Minutes in SJU

ThreatTrack helps pilots stay
between the bands and out of the
Hazards

173 Passengers safely out of harms
way and back to New York
MultiScan ThreatTrack™ is
FULLY AUTOMATIC and keep
pilots SAFER than other Wx
Radars
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Threat Track Functions
WX+T+HZD: Weather Plus Turb Plus Hazard
• Core Threat Analysis
• Predictive OverFlightTM
• Two Level Enhanced Turbulence
• Mid Altitude Threat Assessment
• Mature Cell Threat Assessment
• Anvil Top Threat Assessment
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MultiScan V2 – Airbus Control Panel
Description
Similar to the MultiScan
V1 in "WX" mode
Similar to the MultiScan V1
in "WX+T" mode
Display of All Hazard Detection
Feature
(Enables Threat Display)
Map Mode Only
EFIS
Annunciation
"WX"
"WX+T"
"WX+HZD"
Map Only
Functions
Available if
"AUTO" Selected
Weather (V1)
NO Turbulence (V1)
Weather (V1) + Turbulence •
(V1)
Weather (V1) + Turbulence (V1) +
Inferred Hail and Lightning (V2) +
• 2 Level Turbulence (V2) +
• Predictive Overflight Protection
(V2)
NO Weather (V1)
Turbulence (V1)
(Crew has to manage Tilt and Gain
Settings)
NO Weather (V1)
Functions
NO Turbulence (V1)
Available if
(Crew has to manage Tilt
"MAN" Selected
and Gain Settings)
NO Weather (V1)
Turbulence (V1)
(Crew has to manage Tilt
and Gain Settings)
Gain Rotactor
Active for both AUTO and
MAN Modes
(default Position is 'CAL')
Active for both AUTO and
MAN Modes
(default Position is 'CAL')
Active for both AUTO and MAN Modes
(default Position is 'CAL')
Tilt Rotactor
Inactive if 'AUTO'
Selected
Active if 'MAN' Selected
Inactive if 'AUTO' Selected
Active if 'MAN' Selected
Inactive if 'AUTO' Selected
Active if 'MAN' Selected
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Map Only
Map Only
Active for both AUTO
and MAN Modes
(default Position is
'CAL')
Inactive if 'AUTO'
Selected
Active if 'MAN' Selected
Core Threat Analysis
Core Threat - Off
Core Threat - On
Composite Ground Based
Radar Threat Image
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Predictive OverFlight
Predictive
OverFlight
Icon
13% of convective turbulence injuries are mistaken for CAT.
These events account for 45% of all serious turbulence injuries
64
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Two Level Enhanced Turbulence
Ride Quality
Turbulence
(Light to
Moderate
Chop)
FAA Certified
Turbulence
• .3g RMS
• Major turbulence
event
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14 Aug 2011
The contents of this document are proprietary
Associated Threat – Cell Life Cycle
Cumulous
0
minutes
8
15
Dissipating
Mature
23
30
38
45
53
Intra-cloud
Lightning
Cloud to Ground
Lightning
(most severe)
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66
60
Associated Threat Assessment –
Mid-Altitude Assessment
Approximately 80% of
lightning strikes occur within
3,500’ of the freezing level
Active Till 10,000’ Above Freezing Level
10K’ Abv FL
Freezing Level (0oC)
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Mid Altitude
Freezing Level (0oC)
Mid Altitude Associated Threat Activated 10,000’
Above FL During Descent
Aircraft more
than 10,000 ft.
above the
freezing level
10K’ Abv FL
Freezing Level (0oC)
Aircraft less
than 10,000 ft.
above the
freezing level
10,000 ft. above the freezing level was selected to give crews time to
maneuver prior to descending into the vicinity of the freezing level
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Associated Threat Assessment –
Mature Cell Associated Threat
(Turbulence, Hail, Lightning)
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Mature Cell Associated Threat – Active at
All Altitudes
Icons extend
outside cell
boundaries
Mature cell
threat extends
outside cell
boundaries
Active at All Altitudes
Freezing Level (0oC)
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Important: The Icon Does NOT Represent a Threat Boundary
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Mature Cell
10K’ Abv FL
Associated Threat Assessment - Anvil Top
Associated Threat (Hail)
195o / 60
Below 25,000’
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195o / 60
Above 25,000’
Associated Threat Icons Triggered
when Threshold Met
Icon will appear
when Mature Cell
threshold is reached
Single Cell Life
Cycle is ~ 60
Minutes
0 min
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8
15
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23
Cell
30
Transition
38
45
53
60
Vivaaerobus
73
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Anvil Top Associated Threat
195o / 60
Anvil Top Extends
Downwind of Cell
Anvil Top – high
probability hail region
Anvil Top – high
probability hail region
Below
25,000 ft.
Active Above 25,000’
25,000’
195o
/ 60
10K’ Abv FL
Freezing Level (0oC)
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Above
25,000 ft.
Vivaaerobus
75
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Painted Weather is Priority for
Deviation Decision Making: Ex1
Best Route of Flight
in this circumstance
Flight Crew should not
deviate through painted
Wx even though it does
not appear to be
electrified
Directly Detected Weather ALWAYS Takes Priority Over Inferred Associated Threat Information
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Painted Weather is Priority for Deviation
Decision Making: Ex2
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Collins. All rights reserved.
Information.
Maintain
Cell Proprietary
Standoff
Distance Over the Inferred Associated Threat Information
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Lightning Strike
Ground returns and
“FAIL” message are
displayed due to
lightning strike
Aircraft nears edge of
Mature Cell Associate
Threat Icon
Resulting vertical tail
and wingtip damage
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Video of lightning strike
Avoid Speckled Regions When Practicable
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How the Radar Works
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MultiScan Technologies
• Flight Path Hazard Analysis
• Beam to Beam Power Comparison
• Automatic Temperature Based Gain
• Geographic Weather Correlation
• Track While Scan capability
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Flight Path Hazard Analysis
During cruise nonreflective thunderstorm
tops can result in
inadvertent cell top
penetration
At lower altitudes pilots
need to be concerned
about cells with
significant convective
activity above the
freezing level
In Route:
Geographic Wx Correlation, Auto Temp Based
Gain, OverFlight and Predictive OverFlight
Protection activated to reduce unexpected
turbulence encounters. Quiet, dark cockpit
reduces unnecessary deviations
Descent:
Scan for Wx below the
aircraft altitude.
Climb:
Scan along the climb out flight path.
Take Off:
Scan for convective activity above
the freezing level and adjust threat
color accordingly. Windshear
detection activated.
Approach:
Scan for convective activity
above the freezing level and
adjust threat color
accordingly.
Flight Path Hazard Analysis provides weather detection
and analysis parameters based on phase of flight
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Landing:
Windshear
detection
activated.
Ground Clutter Removal - Challenges
Does a radar beam that
scans a combination of
terrain and Wx
produce…
Digitized information, or…
A single pulse?
The answer is… a
single pulse
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Steep terrain can show up on
the extended edge of the beam
and produce clutter even
though the beam is elevated
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Cities are excellent radar
reflectors and also tend to
introduce ground clutter
into the radar picture
Ground Clutter Removal
Beam to Beam Power Comparison
Targets above line
retained as Wx
Terrain table used to
draw conformal line
above terrain
Beam to Beam
Power Comparison
Targets below line
eliminated as
ground clutter
Beam to Beam Power Comparison also eliminates clutter from high terrain and cities
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Ground Clutter Removal - Results
Even with excellent manual operating techniques it is
difficult to distinguish weather from ground clutter at
the radar horizon
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Beam to Beam Ground Clutter Removal clearly shows
the weather threat
Quiet, Dark Cockpit
Beam to Beam Power Comparison
Line drawn ~ 6,000’
below aircraft altitude
Beam to
Beam Power
Comparison
Threat targets
above line are
displayed
Non-threat Wx targets below
line are not displayed
“Quiet, Dark Cockpit”
Beam to Beam Power Comparison enables cell top measurement beginning at 120 NM
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Quiet, Dark Cockpit- Results
“Quiet, Dark
Cockpit”
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Thunderstorm Anatomy
Turbulence Bow
Wave
Extent of Threat
Visual Top
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Radar Top
Automatic Temperature Based Gain
Manual CAL Gain
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Manual MAX Gain
AUTO CAL Gain
Automatic Temperature Based Gain
Reflective Top
with Automatic
Temperature
based Gain
Automatic Temperature Based Gain Reduces the Non-Reflective Cell Top
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Geographic Weather Variation
Land Based
Oceanic
Generally, oceanic cells “rain out” at much lower altitudes than land based cells
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Geographic Weather Variation
Central Pacific
(Equatorial Oceanic)
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Brazil
(Equatorial Land)
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United States
(Continental Land)
Seasonal Weather Variation
Seasonal Variation of Thunderstorm Threats Due to Movement of ITCZ
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Robust Worldwide Storm Models
TRMM Satellite has provided tens or millions of data points to build storm models
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Internal Weather Database Enables Proper Display of Weather Threat
Radar selects storm model based on 1. oceanic or land based,
2. geographic position, and 3. time of year
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Geographic Weather Correlation (Setting Thresholds)
Variable thresholds prevent inadvertent cell top penetration
and decrease unnecessary deviations
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Geographic Weather Correlation
(Setting Thresholds)
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Track While Scan
Technology
Track While Scan Thunderstorm Assessment:
– Continually scans all weather hazards that may
pose a threat
– Tracks/prioritizes up to 48 storm cells
– Optimizes available scan resources on high
priority threats. Horizontal & vertical scans
perform threat analysis
Automated Threat Assessment:
– Accentuates and displays high threat regions
– Maintains ‘Clean Screen’ philosophy which
reduces display clutter in highly convective
situations
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Threat Track Functions
Enabled by Cell Analysis
Vertical scans analyses cell
height, growth rate,
temperature, and convective
nature of cell to produce…
Two Level
Enhanced
Turb
Core Threat –
More Accurate
Threat Colors
Predictive OverFlight
Icon
Mid Altitude
Associated Threat
195o / 60
Down Wind
Associated
Threat
Mature Cell
Associated Threat
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MultiScanTM
Manual Operation
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Tilt Management
(Optimum Tilt Angle)
Best Clutter
Rejection
Optimum Tilt for Clutter
Rejection Over Scans
Significant Weather Except in
the 50 - 80 nm Range
FREEZING
LEVEL
Best Wx
Detection
Optimum Tilt for Weather
Detection Produces
Significant Ground Clutter
Too High
Compromise
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Too Low
Compromise Tilt Angle
Tilt Management
(Low Altitude Tilt Settings – 10,000’ and Below)
Low
Altitude
Tilt
Control
Tilt = +2.0 to +7.0
Recommended 10,000 feet and below
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Tilt Management
(Mid Altitude Tilt Control (10,000’-25,000’))
Middle Altitude Tilt Control
(10,000’ to 25,000’)
Adjust tilt so that ground
clutter is displayed at the
edge of the radar display
to minimize the
possibility of scanning
over the top of threat
weather.
80 and
40 nm
range
scales
Note: The clutter ring in mountainous areas may be
less well defined than in non-mountainous areas
Clutter Ring in
mountainous area
Clutter Ring
Caution: Below 25,000’ as much as 80% of clear air turbulence
encounters are weather related and are often due to over-scanning.
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Tilt Management
(Mid Altitude Tilt Control (10,000’-25,000’))
160 nm Range Scale
Radio Horizon
Caution: Below 25,000’ as much as 80% of clear air turbulence
encounters are weather related and are often due to over-scanning.
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Tilt Management
(High Altitude Tilt Control (25,000’ and Above)
High Altitude
Tilt Control
(25,000 feet
and above)
Adjust tilt so that ground
clutter is displayed at the
edge of the radar display
to minimize the
possibility of scanning
over the top of threat
weather.
Warning: Over-scanning and subsequent inadvertent thunderstorm top penetration is a significant threat above 25,000’.
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Over-Scan Prevention
(Pilot Techniques)
Method 1: 80 nm Range ring. Avoid
storms that fall below the beam
within 40 nm of the aircraft.
Method 2: For aircraft equipped with split function
control panel – select 80 and 40 NM range scales
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Over-Scan Prevention
(Pilot Techniques)
•
•
Method 3: Alternate 40, 80, 160 NM scans
Method 4: Select Max Gain
Manual CAL Gain
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Manual MAX Gain
Tilt Management
(Low Altitude Tilt Settings – Descent)
If tilt is not adjusted
during the descent
the radar beam will
progressively “dig”
into the ground and
ground clutter will
increase.
Aircraft has descended to
5,000’ from 35,000’.
Original cruise tilt setting
of 2o has not been
changed.
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Long Range (Over the Horizon) Weather Detection
Problem:
How do you detect medium
to long range weather?
Center of beam has greatest
energy for detecting weather
Bottom of beam must be
raised above highest
terrain to ensure clutter
rejection
Earth’s Surface
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Long Range (Over the Horizon) Weather Detection
Angle to the Horizon = .0167 x
(Square Root of the Altitude)
Radio Horizon is defined as 1.23
times the square root of altitude in
feet. For a FL (flight level) of 335,
radio horizon is 225 nautical miles
225 nautical miles
Radio Horizon
Note: With maximum range
selected, ground returns will not
display on the outer most range
scale due to the fact that the
curvature of the earth causes the
ground to be “over the radio
horizon”
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Revolutionary WXR-2100 MultiScanTM Radar From
the Weather Radar Leader
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SB-7/503 Flight Examples
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SB-503 Expected Benefits
Expected Benefits of Modification
(a) Improved consistency and accuracy of displayed
weather.
(b) Improved low altitude weather display.
(c) Improved turbulence display throughout the entire
altitude range.
(d) Improved weather detection in mountainous regions.
(e) Enable faster antenna auto alignment function.
(f) Removal of display artifacts which are occasionally
seen at the end of a sweep.
(g) Elimination of nuisance antenna fault that may occur
at extreme tilt values.
Airbus FCOM supersedes current FCOM that requires +4 gain below 20,000’
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SB-7/503 Flight Examples
Improved Low Altitude Weather Display
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Sabreliner Flight 08/11/2011 Cruise Example
Aircraft Altitude 38K ft. Over Montana 22:09Z
•Moderate Convective Weather (Cell Tops Ranging
From 20 to 35K Feet
•SB-4 Image Below Shows Detection of Significant
Convective Cells
•SB-7/503 Image Illustrates Additional Detection
Of Lower Altitude Cells With SB-7/503 Update
Increased Detection of Low
Altitude Weather Cells
Original SB-4 (-203/ -213)
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SB-7/503 Update
Sabreliner Flight 08/11/2011
Descent Example Aircraft Altitude 19.6K ft. Montana 22:16Z
•Images Below Illustrate Additional
Detection Of Lower Altitude Cells With
SB-7/503 Update
Increased Detection of Low
Altitude Weather Cells
Original SB-4 (-203/ -213)
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SB-7/503 Update
Sabreliner Flight 08/11/2011 Low Altitude
Altitude 15K ft. Montana 22:19Z
•Images Below Illustrate Additional
Detection Of Lower Altitude Cells With
SB-7/503 Update
•SB-7/503 Shows Increased
Surrounding Reflectivity Areas In
Addition to Areas Shown in SB-4
Original SB-4 (-203/ -213)
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SB-7/503 Update
Aircraft
Sabreliner Flight 08/11/2011 Low Altitude
Altitude 15K ft. Montana 22:25Z
•Illustration of Additional Low
Altitude Reflectivity Areas
Shown With SB-7/503 Update
Original SB-4 (-203/ -213)
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SB-7/503 Update
Aircraft
Brazil to Peru. Andes Mountains in View.
Global Test Flight 06/18/2007 Alt = 38K
•Weather Display Over Amazon Basin
•Andes Mountains At Approx. 140nm Being Removed
•SB-7/503 Image Shows Increased Detection of Lower Altitude
Reflectivity Areas In Addition to Areas Shown in SB-4
Additional Low Altitude
Weather Displayed
Original SB-4 (-203/ -213)
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SB-7/503 Update
Descent into Iceland. Altitude = 8K
•SB-4 Image On Left Shows Very Little Low Altitude Stratiform
Rain Descending Into Iceland
•SB-7/503 Image On Right Shows Increased Detection of Low
Altitude Stratiform Rain
Improved Detection Of
Low Altitude Stratiform
Weather
Original SB-4 (-203/ -213)
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SB-7/503 Update
SB-7/503 Flight Examples
Improved turbulence display throughout the entire altitude
range.
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Pre-SB-7/503 Turbulence Over
Warning
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Sabre Flight Test
10 April 2008
Climbout 17K Feet
Display With Operational
Improvements Showing Improved
Weather and Turbulence Detection
Original -203 /213 Showing
Turbulence Warnings and Display
Characteristics
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Nexrad Image 04/0/08 23:51Z
Excess Magenta Example
Original -203/ -213
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With Improved Turbulence Function
Part of Operational Improvements
WEATHER Innovation - Predictive OverFlight
Predictive
OverFlight
Icon
13% of convective turbulence injuries are mistaken for CAT. These events
account for 45% of all serious turbulence injuries
Rockwell Collins continues to lead in new Weather Technologies –
HAIC detection, Strategic & Tactical weather improvements, Volcanic
Ash and Connected Weather
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Flexible Training Tools
1.
2.
3.
4.
5.
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Quick Reference
Online Mini CBT
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Pilot’s Guide
Pilot technical interchange
Service First ® iPad app through iTunes
- 7/24 Find Your Local Customer Support Representative at any time
ATS Pilot Symposium forums
ATS Technical Interchange
Meetings (TIMs)
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An extensive worldwide support network to support
you
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Worldwide Support Coverage
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On-site Technical “Face of Rockwell Collins”
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Additional Resources

In-Person Instructor-led Training

Training Videos on-line
–
RockwellCollins.com
Commercial Aviation
Flight Deck
Surveillance
–

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Weather Radar
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