collins雷達培訓(xùn)材料第一次-課堂課件operational overview通過控制板鑒別飛機安裝系統(tǒng)

WXR-700/2100Operational

Overview767

andClassic

737WXR-700(FLW

or

non-FLW)737ngMultiscanWXR-2100通過控制板鑒別飛機安裝的Boeing系統(tǒng)通過控制板鑒別飛機安裝的Boeing系統(tǒng)通過控制板鑒別飛機安裝的Airbus系統(tǒng)AGENDAMultiScanTM

OverviewAviation

WeatherHow

Radar

WorksAutomatic

OperationManual

OperationMultiScanTM

Overview傳統(tǒng)的使用及俯仰調(diào)節(jié)的作用As

the

radar

beam

moves

higher

in

the

thunderstormreflectivity

decreases結(jié)論:觀察雷雨一定要觀察雷雨的下部(根部),掃描雷雨的中上部位會造成回波弱的現(xiàn)象;但為了避免掃到過多的地面雜波影響對雷雨的觀察,需要上調(diào)到一個折衷的俯仰角:既要觀察雷雨的下部,又要避免產(chǎn)生過多的地面雜波,多波束

提供了解決方案能探測到的雷雨頂部實際雷雨高度

FREEZING

LEVEL純雨量探測(綠黃紅體現(xiàn)雨量的遞增),增益需人工按需(例如氣象環(huán)境)補償需要俯仰調(diào)節(jié),尋找雷雨反射體,同時要避免地面雜波Optimum

Tilt

for

Clutter

Rejection

OverScans

Significant

Weather

Except

inthe

50

-

80

nm

RangeOptimumTilt

for

Weather

DetectionProduces

Significant

Ground

Clutter3Down3Up2Up`1

Up0Degrees1Down2DownBest

WxDetectionBest

ClutterRejection傳統(tǒng)的探測及使用特點多掃描自動模式的工作原理及特點1.充分利用波束逐漸變寬的特性,通過自動高低兩個掃描即捕獲取全程320nm氣象信息2.（ 器）融合數(shù)字化3.使用波束與波束的反射對比計算雷雨高度,并采用地形數(shù)據(jù)庫進行地面雜波抑制兩個波束的俯仰角由系統(tǒng)根據(jù)飛機的高度和地形自動設(shè)置,從而最佳的掃描雷雨的中下部(強反射率部位),起飛時兩個波束向上看(上波束5.7度,下波束之高4.3度,顯示為5度),隨著飛機高度的增加,兩個波束逐漸下俯,顯示器上顯示的為兩個波束俯仰角的平均值.4.通過自動增益補償,全球氣象模型數(shù)據(jù)庫,飛越保護對影響航路的

氣象進行全面整體的體現(xiàn)(只顯脅飛行高度的

氣象)MultiScan

Operational

Capabilities40NM40

NM100

NMGround

Clutter

Free300

NM300

NMAttenuation

Alert40

NM

TurbulenceOverFlight

Protection200

NM200

NMGround

Clutter

Free

DisplayAttenuation

AlertCertified

Turbulence

to

40NMOverFlightTM

ProtectionPredictive

Windshear100

NM所有的氣象情況都在 器里面,只顯示影響飛行航路的雷雨Accurate

Weather

that

affects

the

aircraft

flight

path

from

thenose

of

the

aircraft

to

320

NM1st

Generation

Hazard ysis

based

onregion

and

timeof

year自動增益(對氣象零溫度線以上的部分進行的自動溫度增益補償)Temperature

Based

Gain(基于溫度的增益補償相當(dāng)與增加了雷雨的反射頂,使能夠看到雷雨更高的部分)MultiScan

increases

gain

automatically

above

freezing

level

with

A/C

altitude

increase

andoutside

temperature

decrease零溫度線以上的自動溫度增益補償相當(dāng)于增加了雷雨的可視高度HazardRainfallGreatestRainfallAircraft

flies

from

NorthAfrica

to

South

America.Hazard

over

SouthAmerica

is

relatively

mild南美氣象 較低Cell

paints

green

overNorth

Africadue

tominimal

rainfall

rates.北非雨量很低Hazard

over

NorthAfrica

issevere北非氣象TRRM

Sa lite

Data

–

Rainfall

RatesGreatest

rainfall

rate

isover

South

America.Storm

paints

red.南美雨量很大TRRM

Sa lite

Data

–

Reflectivity

at

30,000ft.全球氣象模型數(shù)據(jù)庫

(基于氣象領(lǐng)域已建立的成

氣象模型)根據(jù)飛機所在的位置,季節(jié)對照全球氣象模型數(shù)據(jù)庫,自動補償增益,體現(xiàn)雷雨的真實

性根據(jù)飛機所在的位置,季節(jié)對照全球氣象模型數(shù)據(jù)庫,自動補償增益,體現(xiàn)雷雨的真實

性Thunderstorm

Reflectivity

Characteristics

Vary

Dramatically

Depending

on

Season全球氣象模型數(shù)據(jù)庫

(基于氣象領(lǐng)域已建立的成

氣象模型)雷雨的濕頂?shù)綄嶋H頂部的高度是與地域相關(guān)的,不同地域的氣候條件會造成雷雨的發(fā)展高度有很大的不同,全球氣象模型數(shù)據(jù)庫根據(jù)大量的統(tǒng)計數(shù)據(jù),建立了個全球各地域的氣象模型,其中包括區(qū)域雷雨的發(fā)展高度(從濕頂向上的高度),會據(jù)此判斷雷雨的實際高度,以確定是否對飛機高度具有性,從而顯示只對飛行航路的氣象氣象學(xué)科的研究需要采用統(tǒng)計學(xué),進行大量數(shù)理統(tǒng)計,建立成區(qū)域季節(jié)氣象模型Multiscan

只是顯飛行航路的雷雨脅與波音的Dark,Quiet

Cockpit概念相符全球氣象模型數(shù)據(jù)庫

(基于氣象領(lǐng)域已建立的成

氣象模型)全球氣象模型數(shù)據(jù)庫的補償Gain

automatically

compensate

for

weather

variations

caused

by

varying

geographic

andclimatic

conditions.(雷雨的含水反射率隨地域及季節(jié)會產(chǎn)生很大的變化,含水反射率不能體現(xiàn)雷雨的

,如對流活動及閃電)The

result

is

the

and

Only

Radar

that

provides

world

wide

hazarddetection.Captain's

Window Officer’s

WindowMultiScanLow

ReflectivityOceanic

WeatherGulf

of

Thailand灣區(qū)域的低反射氣象圖象依此為傳統(tǒng)人工模式,人工最大增益模式及自動模式自動模式在低發(fā)射率的區(qū)域環(huán)境下會自動調(diào)高機器靈敏度,能看到傳統(tǒng) 所無法體現(xiàn)的氣象的整體情況Automatic

Gain

inAutoAUTOCAL

Gain

Gain

alsoadjusted

upon

the

geographical

regionMANUALCAL

GainMANUALMAX

GainOutsideForwardRight自動與人工模式3o

i1o

i0o2o

h3o

hMultiScanTM

AutomaticOperation2o

iBestWxDetection1o

hBest

ClutterRejectionMultiScanTM(GCS

Switch)Automatic

Operation.

Ground

Clutter

Suppression

turn

off.

This

is

the

picture

the

radar

is

actually

seeing.Automatic

Operation.

GroundClutter

Suppression

turn

on.Optimal

weather

return

on

all

rangescales.地面雜波的顯示是很好的確認(rèn) 工作性能的方法Aviation

Weather航空氣象ReflectivityWet

HailDry

SnowRainDry

Hail提示：AirborneRadar

isDesigned

todetect

rain依靠探測雷雨中含水（降雨）量的多少來工作的，回波與雨量成正比；

無法

探測雪，霧，含水率低的云，干性湍流,閃電,區(qū)分冰雹與降雨的差別What

RADAR

Can’t

DoRadar

can’t

see

fog,

cloudwith

less

moisture,

snow,ice

crystalsRadar

can’t

see

lightning,clear

turbulenceRadar

can’t lthedifference

between

wethails

and

heavy

rainfall探測局限性系統(tǒng)是機組繞飛雷雨的輔助工具目前工業(yè)界采用的三種顏色級別顯示無法定量的提示無法直接探測閃電的活動人工模式或傳統(tǒng) 為單純的雨量探測自動模式通象模型數(shù)據(jù)庫建立雨量與(對流,閃電)在不同地域及季節(jié)的對應(yīng)關(guān)系,通過顏色的補償會提高對氣象的提示雷雨的濕頂與目視頂Ice

Only

(Glaciated)7000

m

/25,000

ftMixed

iceand

waterFreezing

LevelLiquid

water

onlyRadar

topWarning!!

Significant

verticalthunderstorm

developmentwith

severe

turbulence

anddry

hail

may

exist

above

theradar

top.由于雷雨不同部分反射率的差異,會造成傳統(tǒng) 在高空飛行回波弱的感覺,低空回波強的感覺,Multiscan在自動模式下會根據(jù)氣象模型數(shù)據(jù)尤其在雷雨距離飛機較近的情況下(40海里以內(nèi)),波束較細,未能進行較佳的俯仰調(diào)節(jié) 庫判斷雷雨的實際

頂部,體現(xiàn) 氣象Single

Cell

Thunderstorm

Development1.

Warm,

humid

airrises

from

theground

in

thermalupdrafts.Towering

CumulusStageMature

Stage4.

When

ice

crystals

are

water

droplets

grow

big

enoughto

ethe

updraft

they

begin

to

fall

and

dragdown

the

surrounding

air.The

icecrystals

meltas

theydescend.The

fallingprecipitation

and

airbeing

dragged

downform

down

drafts.Existence

ofbothupdrafts

and

downdrafts

create

severturbulence.3.

Updraftscontinuefeeding

warm,humid

air

intothe

storm.Existence

ofboth

updraftsand

downdrafts

createseverturbulence.2.

As

the

air

cools

to

thedew

point,

the

watervapor

condenses

intoclouds.7.

Downdraftsgrow,

chokingoff

updrafts.8.

With

thesupply

ofhumid

air

cutthe

stormbegins

dyingand

the

raindecreases.DissipatingStageNote:

The

total

life

cycleshown

here

takes

approx-ima y

one

hour.1. Thunderstorm

development

is

rapid.Develo thunderstorms

cangrow

at

6,000’

per

minute.A

course

that

appears

clear

may

contain

cellsa

few

minutes

later.

成長上升過程20-30米/秒雷雨的不同發(fā)展階段具有不同的 特性Newly

develo cells

often

do

not

contain

sufficient

water

to

reflect

an

echo,

yetthey

can

cause

severe

turbulence

or

lightning.3. Studies

haveshown

that

thunderstorms

tend

travel

in

the

direction

of

thewinds

around

10,000

feet.

New

cells

generally

formon

the

side

of

acloud

in

the

direction

towardwhichit

is

moving.雷雨的運動方向受10000英尺中高度風(fēng)的影響雷雨的動態(tài)性Steady-state

ThunderstormsThunderstorm

may

be

5to10

meterStratosphere

40,000-60,000’4.

Overshoot3.

Gust

front2.

Mid

levelwinds1.

Warm,

moist

air5.

Upperlevel

winds6.

Anvil

topNote:

Steady-statethunderstorms

may

lastseven

to

eight

hours工作原理及基本概念系統(tǒng)Key

ElementsReceiver/TransmitterAntennaRadomeControl

PanelDisplayPeripheralsIRS/ADC/LRA/Discretes天線俯仰角The

3.5o

beamscans

+/-90oaircraft

heading

and

takes

a“Slice”

out

of

theradar.Tilt

Angles

refers

toangles

between

centerline

of

beam

andhorizontal

planeManual

Tilt

Control

+/-15

degree

with

?

increment

or

?

incrementbetween

+/-5

degree

and

?

beyond

+/-0.5degreeThis

ti isplay

is

driven

by

the

Arinc

453

dataword

from

the

WRT.The

WRT

gets

this

information

from

controlsource/WCP

providing

the

Tilt

commandThe

WR

d

a

tilt

command

to

theAntenna,The

antenna

tilts,

the

WRT

see's

the

feedbackand

everything

is

OK.

if

not

then

the

WRT

setsthe

ANT

fault

message.If

OK

then

set

display

data

on

the

Arinc453Data

bus,

and

displaysTilt

value

on

ND.The

system

spec

for

this

is

less

then

2

degreesdifference

between

the

Control

Panel

and

thedisplayed

value.天線穩(wěn)定性(Stabilization)RadarScansparallel

to

theHorizonStabilizationOnRadar

Scansparallel

to

theaircraft’s

wingsStabilization

OffNon

multiscan

radar

control

panelSTAB

need

to

be

ON

all

the

time,STAB

shows

if

selected

OFFCOLOR

SCHEMEBlack:

Less

Than

.76

mm/hr(.03

in/hr)Green:

Weak

(20

dBz).76

-

3.81

mm/hr

(.03-.15in/hr)Yellow:

Moderate

(30

dBz)3.81-12.7

mm/hr

(.15-.5

in/hr)Red:

Strong

to

Very

Strong12.7(40

dBz

and

Greater)mm/hr

(.5

in/hr)

and

GreaterMagenta:

Turbulence(Greaterthan

5

meters/second

wind

velocity)增益及校準(zhǔn)增益Calibrated

Gain人工模式CAL=降雨反射率自動模式CAL=降雨反射率+基于溫度的自動補償+全球氣象模型數(shù)據(jù)庫的補償注：人工模式

通過顏色級別來顯示雷雨的強弱，但顏色的等級與閃電的活動和氣流的強烈并無正比關(guān)系，很多情況，綠色（新形成的雷雨）可能會伴隨著頻繁的閃電活動和氣流（顛簸）的運動。CAL增益下雷雨強度與顏色級別的對比關(guān)系Gain

Controls(Multiscan

Controls)6CAL

GainPositionGain

Control

Settings(Manual

Operation)AirbusBoeingEffects

of

Gain

SelectionCalibrated

Gain+8+16+4-2-4-6-8-12-14亮帶(負增益的使用)Bright

Band(Bright

Band/RedOut)全紅現(xiàn)象全紅產(chǎn)生的兩個原因大面積強降雨包含大尺寸的雨滴大面積層云零溫度線下產(chǎn)生亮帶層次(雪包著水),亮帶以下可能只為輕雨或小雨(飛機下降至亮帶以下, 波束如離開亮帶,全紅的現(xiàn)象可能

)Bright

Band

occurs

at

and

below

thefreezing

level

in

strata

form

cloudformations.Cockpit

DisplayBright

Band波束特性Beam

CharacteristicThe

3.5

degree

beamtakes

a

“Slice”

out

of

theradar

.Beam

Characteristics(Beam

Diameter)Approximate

Beam

Width

Formula:Beam

Width

(in

feet)

=

(Distance

in

Nm

+

“00”)

x3.5Beam

Width

(50

Nm)

=

17,500

ft300

Nm105,000

ft200

Nm70,000

ft100

Nm35,000

ft50

Nm17,500

ft10

Nm3,500

ft距飛機越近，波束越窄，掃到雷雨的切面越薄， 的信息點越多,顯示雷雨的分辨率越好距飛機越遠,波束越寬,更容易掃到雷雨,但雷雨的分辨率差發(fā)出的波束為3.5發(fā)散角的圓錐體Beam

Characteristics(Range

and

Azimuth

Resolution)AzimuthResolution(due

to

beam

width)RangeResolution(dueto

pulse

width)Beam

CharacteristicsSummaryThe

best

weather

definition

occurswithin

80

NMof

the

aircraft.

Beyond80

NM,

the

radar

should

be

used

forflight

path

planning

purposes,

not

forweather

ysis.結(jié)論距離越遠,波束越寬,

分辨雷雨細節(jié)的能力越差建議80nm以內(nèi)對目標(biāo)進行分析80nm以外的顯示主要作為確認(rèn)目標(biāo)的位置與存在及進行飛行計劃Beam

Characteristics

&

Attenuation隨著飛機與雷雨的相對靠近,由于波束變細和波束能量距離傳遞損耗的減少,雷雨的細節(jié)更清楚,尺寸有所增長,綠色增加是正?，F(xiàn)象STC的有限調(diào)節(jié)能力(40海里以內(nèi))TimeReceiver

Sensitivity隨著飛機接近云間通道,波束能量衰減減少,綠色可能逐漸充溢通道(自動模式)Beam

Characteristics

&

AttenuationPath

Attenuation(Radar

Shadow)Note

steep

gradient

andconcave

shape

on

back

ofstormAim

radar

beam

towardsthe

groundIf

ground

clutter

appearsat

the

sides

of

the

stormbut

not

behind

it,

this

is

aradar

shadow.

The

areabehind

the

stormisattenuated.Note:

Mountains

alsoproduce

radar

shadows.Never,

Never,

Ever

Fly

Into

aRadar

ShadowArea

of

possiblesevere

attenuationPATHATTENUATIONCompensation

and

AlertPAC

AlertCompensates

ForAttenuation

Due

ToInterveningPrecipitation

(UpTo

Approxima

y80nmi)WhenCompensationLimitReached,Alert

AnnunciatesAreas

whereSevere

Attenuationis

Occurring

(PACAlert

Bar)PAC

Alert

Unique

toCollins

RadarPAC

Alert

Bar

Warns

Crew

ofSevere

AttenuationNoteCalibrated(CAL)Gain

must

beselected

for

thePAC

Alert

tofunctionPath

Attenuation(Southern

Airways

Flight

242,DC-9)Pilot’s

Radar

PresentationActualWeatherSince

1975

at

LeastTen

Fatal

Accidents

Have

Occurred

in

the

United

StatesWhere

Radar

Attenuation

was

a

Major

Contributing

FactorAircraft

Penetrates

ExtremeThunderstormReaching

to

55,000Feet

that

is

Producing

Tornadoesand

Three

Inch

HailAttenuation

SequenceForward

LookingWindshearMicrobursts

&

WindshearMETERSApproachFlight

Path40

KnotHeadwind40KnotTailwindAIRSPEEDPOWER0200

0ALTITUDEApproach

andGo

AroundTakeOff3

nm0.25nm0.25nm3030Windshear(Detection

Zones

–

Airbus

and

retrofitaircraft)0.25nm0.25nmWarningCautionAdvisoryWeather

Detection

Region5

nm3

nm30305

nmWindshear(Detection

Zones

–

Boeing

aircraft)Approach

andGo

AroundTake

Off3

nm0.25

nm0.25nm30300.25nm0.25nmWarningCautionWeather

Detection

Region5

nm3

nm30305

nm2,300’1,200’

-

50’2,300’0Kts

-1,200’Windshear(Vertical

Alert

Zone)TakeoffLanding100

Kts

-

50

FT50

-

0

FTPWS

Fail

only

occurbelow

2300’PWS

Auto

Turn

On

Throttle

SW53

Degree

Advance(Boeing737ng)No2/No3

Engine

above

idle(takeoff

thrust/B747)Discrete

from

EIUOil

Pressure

and

GroundSpeed/30K(Airbus)Boeing

Failure

MessagesNOTE:

Write

Down

Failure

Messages

For

MaintenanceWXR

ATT:

Attitude

input

failsWXR

STAB:

Stabilization

is

off.No

AUTOTILT（自動模式失效，可選擇人工模式使用）WXR

FAIL(lossof

Image)R/TWXR

control

panelWXRantennaPWS

failure:Loss

ofanyRA

*

Lossof

ADR

dataLoss

of

IR

data

*

antenna

faultsInternal

WXRsystem

faultsLoss

of

CAS

and

TAS.注: 有嚴(yán)格的 電路,如反射功率等的降低到一定門限,會觸發(fā)WXRFAIL,說明 失效,一般情況下,不要輕易認(rèn)為 回波弱,功率不夠Failures(loss

of

the

radar

image)are

displayed

in

redWXR

R/T

:

failureR/TWXR

ANT:

failure

of

antennaWXR

CTL:

failure

of

CTLWXR

RNG:

comparison

errorbetween

therange

from

the

EFIS

section

and

thecopydata

received

on

the

DMC

via

theradardata

busFailures

(image

not

loss/amber)PRED

W/S

:

windshear

function

failureWXR

ATT:

ADIRU

attitude

failureNO

AUTOTILT:（自動模式失效，可選擇人工模式使用）WXR

STAB:loss

of

the

radar

antenna

stabilization(deselect

STAB

from

CP)WXR

TEST

:

TEST

modeAirbus

Failure

MessagesNOTE:

Write

Down

Failure

Messages

For

MaintenancePWS

Fail

on

AirbusNOTE:

Write

Down

Failure

Messages

For

MaintenanceExternal

Triggers

of

PWS

FailExternal

FaultTime

To

SetTime

To

ResetNote:Radio

Altimeter4s2

valid

words/sin

4sAirspeed12s0Heading12s1

valid

word/SIn

12sAttitude

Input,Pitch/Roll(Left

ADIRUusednormally)12s4sAlso

trigger

ATTmessageAir/Gnd

vs.

Rad

AltAir

RA

<

20

ft.

for

>

30

secON

Gnd

and

RA

≥

20ftfor

10sec0Pitch/Roll

vs.

Air/GndOn

Ground,

Pitch

>

7and/or

Roll

>5

deg.

thenset

in

20sec.NOAUTOTILT自動模式失效，可選擇人工模式使用NO

AUTOTILT:

Loss

Data

From

ADIRU(for12s)Only

displayed

when

AUTO

modeselectedAirspeedHeadingBarometric

AltitudeSATDrift,

Track

AngleGround

SpeedLON/LATRadome

CharacteristicsThe

Radome

is

your

radar’swindow

to

the

outside

world.If

the

“window”

is

dirty

ordamaged,

radar

energy

willnot

shine

through

clearly.Radome

ClassesDO-213

references

the

percentage

ofRF

energy

that

can

pass

through

theradome

as

Transmission

Efficiency(Transmissivity):AverageMinimum

at

any

PointClass

A90%85%Class

B87%82%Class

C84%78%Class

D80%75%Class

E70%55%Radome

Characteristics(Cat’s

Eyes)Cat’s

Eyes“Cats’

Eyes”

or

“Ghost s”

mayappear

in

a

narrow

greenor

greenyellow

arcor

as

twosmall s

at

+/-45

Degrees,

between

the

4

and

8ranges

and

the

aircraft

altitude

is

aboveapproxima y

3,000

ft.

This

representsside

lobe

reflections

fromthe

groundand

is

caused

by

either

turning

the

gaintowardsthe

max

position

or

by

aRadome

with

greatly

reducedtransmitivity.SafetyBoeing:

50

FT

(15

M)

FROM

THE

RADAR.Airbus,

more

than

5

meters

(16.4FT)

from

the

antenna.No is

in

the

area

made

by

an

arc

of

135

degree

on

eachside

of

A/Ccenterline.The

greatest

radiated

power

density(1.43mW/cm2,18

inches

fromantenna)

of

theCollins

WXR-2100

WeatherRadar

System

issignificantlylessthan

the

10

mW/cm2

allowable

for

limiting

the

exposure

of

rf

energyto

humans

as

noted

in

FAA

Advisory

Circular,

number

20-688,

datedAugust

1980.AlienRadarMultiScanTMAutomatic

OperationControl

PanelsBoeingAirbusDisplay

Annunciations(Airbus)Display

Annunciations(Boeing)Tilt

Annunciation(What

Does

it

Mean?)Controls(PowerOn/Off)AirbusOnlyNote:

On

Boeing

aircraft,

power

isapplied

to

the

radarsystem

byselecting

“WXR”

on

the

EFIS

control

panel.Controls(Automatic

Operation

(On/Off))Automatic

Operation

InitializationManualSweepSecondSweepThirdSweepFourthSweepFifthSweep1,當(dāng)選擇自動模式時,

需要進行4個掃描起始過程

2,在正常自動模式的工作狀態(tài)下,如在短時間內(nèi)選擇人工方式(38秒內(nèi)),再轉(zhuǎn)回自動模式,因為

了先前的自動設(shè)置,所以不需再進行起始過程.對安裝雙套

系統(tǒng)的情況，由原正常工作的系統(tǒng)轉(zhuǎn)化至另套系統(tǒng)也需經(jīng)過起始顯

示地面雜波的過程自動模式的自動調(diào)節(jié)補償,抑制地面雜波Auto

Alignment

Process現(xiàn)象:自動模式爬升或巡航階段觀察到地面雜波(一般在80海里左右或以外),原因:在更換

R/T或 驅(qū)動器之后,

需在第一次飛行的巡航高度,自動調(diào)整以補償系統(tǒng)安裝誤差及飛機在空中結(jié)構(gòu)彎曲變化造成對零參考面的影響,以實現(xiàn)高精度的波束俯仰角度,用以計算地面雜波的濾除.調(diào)整過程中雜波的出現(xiàn)并不影響中近程雷雨的探測,同時也可按需使用人工方式調(diào)整過程的實現(xiàn)需要在飛機進入平飛狀態(tài),巡航高度,陸地飛行的情況下進行,一般需要幾分鐘的時間.調(diào)整結(jié)束后地面雜波完全濾除,此種情況下

的工作完全正常.Auto

Mode

Ground

Clutter

Suppression

RequiresPrecise

Knowledge

of

Radar

Antenna

Position雜波抑制需知道天線波束的精確俯仰角度Antenna

Drive,

IRS

Installation

Variations天線驅(qū)動器和慣導(dǎo)系統(tǒng)的安裝差異Aircraft

Flex

in

Flight

(transition

from

groundstatic

calibration)飛機結(jié)構(gòu)在空中的柔性變化對零參考線的影響Auto

Alignment

Process

in

cruise

will

compensatefor

these

variations在巡航平飛開始后會進行自我調(diào)整(幾分鐘),補償上述誤差,雜波的出現(xiàn)并不影響中近程雷雨的探測,同時也可使用人工進行確認(rèn)Controls(Dual

System

Selection)Controls(PWS

(Predictive

Windshear))Airbus

OnlyGain

Controls(Controls)6CAL

GainPositionGain(Operating

Techniques)CAL

Gain

is

the

mendedoperating

positionStandard

Color

LevelsPAC

AlertFunctionCaution:

Always

return

gain

to

CAL

aftera

below

CAL

gain

setting

has

been

utilized.

BelowCAL

gain

settings

may

cause

thunderstorms

to

appear

less

intense

than

is

actually

the

case.Caution:PAC

Alert

(attenuation/radar

shadow)

is

disabled

for

all

non-CAL

settings.Controls(Tilt

Control)ControlsGround

Clutter

(On/Off)ControlsWX

(Weather

Mode)ControlsWX+T

(Weather

Plus

Turbulence

Mode)On

All

RangeScalesOutto40

nmControlsTURB

(TurbulenceMode)Airbus

OnlyCaution:

Precipitation

will

not

be

displayed

when

operating

in

TURBmode.Inadvertentpenetration

ofareas

of

severe

weather

is

possible.Controls(MAPmode)Interstate

90Interstate

88Interstate

55Interstate

80LakeMichiganControlsTFR

(Transfer)Boeing

OnlyNote:

If

both

pilots

select

TFR

(transfer)the

radar

will

be

unable

to

determinewhich

setting

to

use

and

a

TEST

patternwill

be

displayed

on

the

EFIS.Controls(TEST)BoeingOnlyNote:

On

Airbus

aircraftactivated

throughthe

CFDS.

Step

by

stepinstructions

are

provided.Select

a

non-TEST

modeon

theradar

control

panelSelect

WXR

on

the

EFIScontrolpanelPress

TESTAutomatic

Features(Optimized

Weather)10

nm20

nm40

nm320

nm160

nm80

nm0-320

nmWxOver-ScanningProblem:How

do

you

preventover

scanning

andinadvertent

thunder-storm

top

penetrations?80%

Below

25,000’It

is

difficultto

AvoidOver

Scanning

Top

ofcells

at

or

just

belowthe

aircraft

altitude.Industry

DiscussionsSuggest

that

much

ofwhat

we

call

CAT,

isreally

turbulenceassociated

with

weather

at

or

just

below1st

the

aircraft

altitude:65%

Above

25,000’1st80nm3rd3rd20

nm2nd2nd40

nmThe

contents

ofthisare

proprietaryto,

Inc.84OverFlightTM

Protection10

NM30

NM25

NM20

NM飛躍保護在22000ft啟動會

低于飛行高度約6000ft的雷雨(雷雨反射體的頂部與飛機的相對高度),并始終保持在顯示器上132213Storms

at

60,

100and

180NM

visible

on

theradar

display

and

verifiedfromthecockpitTurbulence

indicated

out

to

40

NMPAC

Alert

barLong

Range

WeatherDetection(0

-

320

NM

Weather,

Turbulence

and

PAC

Alert

on

a

single

display!!)Automatic

Features(Windshear

Alerts)Approach

and

Go-Around

Alert

RegionAreas

of

Windshear

When

Aircraft

in

AirWARNICAUTIOADVISONG

N

RY0.25nm30305

nm3

nm0.25nmQuiet,

Dark

Cockpit

–

Low

Level

Weather

EliminationFlight

Example

fromMIT-Lincoln

Labs

Flight

Aug

17,

2008Low

Level

Non-ThreatWeather

is

Stored

inComputer

Memory,butnot

Displayed自動模式只顯 脅飛行航路的雷雨,避免不必要的干擾建議由巡航轉(zhuǎn)入下降前從自動轉(zhuǎn)化至人工模式調(diào)低天線角度,觀察低空雷雨的情況隨著飛機的逐步下降,再轉(zhuǎn)回自動模式Update

Rates(AUTO)The

antenna

scan

is

nolonger

tied

to

thedisplaysweep.

Sweep

line

issimulated.MultiScan

updates

all

radardisplays

every

four

secondsin

allmodes

exceptwindshear,

in

which

case

thedisplays

update

every5.5secondsAutomatic

Features(Simultaneous

Display

Updates

in

All

Range/ModeCombinations)Captain

and Officer’s

displays

simultaneously

updated

every4

seconds

in

all

modes

except

windshear.Captain

and Officer’s

displays

simultaneously

updated

every5.5

seconds

during

windshear

operation.Only

shows

the

simulated

sweep

line

from

left

to

right.

Thesimulated

sweep

line

may

not

synchronize

with

radar

beam

likethe

traditional

radarMultiScanTMManual

OperationControls(Manual

Operation

–

On/Off)如對自動模式有疑問，人工模式可隨時選擇，人為的控制俯仰，搜索雷雨的反射體Controls(Ground

Clutter–

Inactive

During

Manual

Operation)Inactive

duringmanual

operationControls(Tilt

Control)Tilt

control

is

THE

mostimportant

factor

forsuccessful

operationofthe

radar

duringmanualoperation.Too

HighToo

LowCompromiseTilt

Management(Optimum

Tilt

Angle)

FREEZING

LEVELOptimum

Tilt

for

ClutterRejection

Over

ScansSignificant

Weather

Except

inthe

50

-

80

nm

RangeOptimum

Tilt

for

WeatherDetectionProducesSignificant

Ground

ClutterBest

WxDetectionBest

ClutterRejectionCompromise

Tilt

AngleTilt

Management(LowAltitude

Tilt

Settings

–

10,000’

and

Below)LowAltitudeTiltControlTilt

=

+2.0

to+7.0mended

10,000

feetand

belowTilt

Management(Low

Altitude

Tilt

Settings

-

Take

Off

/

Climb)Five

degrees

up

tilteliminates

clutterand

keeps

theradarbeam

pointedgenerally

along

theaircraft

flight

pathCaution:

If

the

tiltsetting

is

too

highthe

radar

mayscanover

the

opts

ofthreatthunderstorms.If

the

tiltsetting

is

toolow,

the

radar

may

failtodetect

vaultedthunderstorm

energy.3000

fpmrate

of

climb240

kts(24,304

fpm*)Note:

1

degree

of

tilt

gives

you

100

foot

per

nautical7oofbeam

position

change(e.g.

15

degrees

at

20=

30,000

feet)*Conversion

Factor:

6067

ft/NM3o5o15o7oTilt

Management(掃描地波毛邊)(Mid

AltitudeTilt

Control

(10,000’-25,000’))Note:

The

clutter

ring

in

mountainous

areas

may

beless

well

defined

than

in

non-mountainousareasMiddle

Altitude

Tilt

Control(10,000’

to

25,000’)Adjust

tilt

sothatgroundclutter

is

displayed

attheedge

of

the

radar

displayto

minimizethepossibility

ofscanningoverthe

top

of

threatweather.80

and40

nmrangescalesCaution:

Below

25,000’

asmuch

as80%

of

clear

air

turbulenceencounters

are

weather

related

and

are

often

due

to

over-scanning.Clutter

RingClutter

Ring

inmountainousarea基于掃描地波毛邊的俯仰設(shè)置理念，大幅調(diào)低天線，再慢慢調(diào)起Tilt

Management(掃描地波毛邊)(Guidelines)80

nmAt

given

altitiude

and

range

scale,

with

enoughground

clutter

on

display,

slowly

tiltup

antenna

to

reduce

the

ground

return

totheextent

of

small

layer

on

the

outer

edge

ofdisplay.

Sometimes,

a

plus

tilt

setting

might

berequired

to

achieve

this.Tilt

Management探測的死角(雷雨與飛行高度接近)Tilt

Management(掃描地波毛邊)(Guidelines)不同距離圈設(shè)置的掃毛邊圖示Tilt

Management(Mid

AltitudeTilt

Control

(10,000’-25,000’))160

nmRange

ScaleCaution:

Below

25,000’

asmuch

as80%

of

clear

air

turbulenceencounters

are

weather

related

and

are

often

due

to

over-scanning.Radio

HorizonTiltManagement(High

Altitude

Tilt

Control

(25,000’

andAbove)High

AltitudeTilt

Control(25,000

feetand

above)Adjust

tilt

so

thatgroundclutter

is

displayed

attheedge

of

the

radardisplayto

minimize

thepossibility

of

scanningoverthe

top

of

threatweather.Warning:

Over-scanning

and

subsequent

inadvertent

thunder-storm

top

penetration

is

a

significant

threat

above25,000’.Over-ScanningProblem:How

do

you

prevent