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AEA RadarTraining PDF
AEA RadarTraining PDF
Presented By
This white paper presentation is for training purposes only. Its sole intent is to improve the maintenance
technicians knowledge and understanding of airborne weather radar systems.
Refer to manufacturers most current technical data, maintenance and/or installation manuals or pilots guides
whenever performing maintenance on aircraft or aircraft components.
TABLE OF CONTENTS
1. INTRODUCTION --------------------------------------------------------------------------------------------- 1-1
White Paper Objectives ---------------------------------------------------------------------------------------------------------------- 1-1
Reasons For Weather Radar ----------------------------------------------------------------------------------------------------------1-1
Safety --------------------------------------------------------------------------------------------------------------------------------------- 1-1
High Voltage ----------------------------------------------------------------------------------------------------------------------- 1-1
RF Radiation------------------------------------------------------------------------------------------------------------------------ 1-1
Magnets ----------------------------------------------------------------------------------------------------------------------------- 1-1
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LIST OF FIGURES
Figure 3-1 (RF Pulse Train) -------------------------------------------------------------------------------------------------------------------- 3-1
Figure 3-2 (Target Detection) ---------------------------------------------------------------------------------------------------------------- 3-2
Figure 3-3 (Radar Beam Width) -------------------------------------------------------------------------------------------------------------3-3
Figure 3-4 (Radar Arrays of Various Sizes) -----------------------------------------------------------------------------------------------3-3
Figure 3-5 (Small Object Identification) ---------------------------------------------------------------------------------------------------3-4
Figure 3-6 (Search Operations) -------------------------------------------------------------------------------------------------------------- 3-4
Figure 3-7 (RDR-2100) ------------------------------------------------------------------------------------------------------------------------- 3-5
Figure 3-8 (RDR-160 Monochrome/Color) -----------------------------------------------------------------------------------------------3-5
Figure 3-9 (Primus 400) ----------------------------------------------------------------------------------------------------------------------- 3-6
Figure 3-10 (Primus 700 Controller) -------------------------------------------------------------------------------------------------------3-6
Figure 3-11 (Radar System Block Diagram) ----------------------------------------------------------------------------------------------3-7
Figure 3-12 (RT-4001 Receiver Transmitter) ---------------------------------------------------------------------------------------------3-8
Figure 3-13 (Receiver Transmitter Block Diagram) ------------------------------------------------------------------------------------3-9
Figure 3-14 (Magnetrons) ------------------------------------------------------------------------------------------------------------------ 3-10
Figure 3-15 (RF Spectrum) ------------------------------------------------------------------------------------------------------------------ 3-10
Figure 3-16 (DI-2007 Radar Indicator) --------------------------------------------------------------------------------------------------- 3-11
Figure 3-17 (Indicator Block Diagram)--------------------------------------------------------------------------------------------------- 3-12
Figure 3-18 (Rho-Theta Scan vs. Raster Scan) ----------------------------------------------------------------------------------------- 3-13
Figure 3-19 (AP-4001 Antenna Pedestal) ----------------------------------------------------------------------------------------------- 3-14
Figure 3-20 (Antenna Block Diagram) --------------------------------------------------------------------------------------------------- 3-15
Figure 3-21 (Waveguide Components)-------------------------------------------------------------------------------------------------- 3-16
Figure 3-22 (Waveguides) ------------------------------------------------------------------------------------------------------------------ 3-16
Figure 3-23(Flange Termination) --------------------------------------------------------------------------------------------------------- 3-16
Figure 3-24 (Choke Termination) --------------------------------------------------------------------------------------------------------- 3-16
Figure 4-1 (Reflectivity) ----------------------------------------------------------------------------------------------------------------------- 4-2
Figure 4-2 (Stabilization On/Off) ------------------------------------------------------------------------------------------------------------4-3
Figure 4-3 (Dead Zone) ------------------------------------------------------------------------------------------------------------------------ 4-4
Figure 4-4 (Contour, Wx/WXa) -------------------------------------------------------------------------------------------------------------- 4-5
Figure 4-5 (Angle of Incidence)-------------------------------------------------------------------------------------------------------------- 4-6
Figure 4-6 (Vertical Profile Display) --------------------------------------------------------------------------------------------------------4-8
Figure 5-1 (Manufacturers Time Line) ----------------------------------------------------------------------------------------------------5-1
Figure 5-2 (Spoking) ---------------------------------------------------------------------------------------------------------------------------- 5-3
Figure 5-3 (Stabilization Errors) -------------------------------------------------------------------------------------------------------------5-3
Figure 5-4 (Noisy Display)--------------------------------------------------------------------------------------------------------------------- 5-3
Figure 5-5 (Radar in Citation) ---------------------------------------------------------------------------------------------------------------- 5-4
Figure 5-6 (Shop Radar Bench Test) -------------------------------------------------------------------------------------------------------5-8
ii
Avionics & Instruments 13551 Wing Way Ave
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1. INTRODUCTION
White Paper Objectives
Primary objectives will be:
1) Understand the history and theory of Airborne Weather Radar.
2) Understand how Weather Radar systems operate from the pilots perspective.
3) Understand how to properly interpret the pilots complaint, discrepancy or squawk.
4) Understand flight-line troubleshooting and repair of Airborne Weather Radar systems.
5) Understand Radar Stabilization, and how to perform a Radar Stabilization Alignment.
Safety
Radar systems can be dangerous and life threatening if warnings and cautions are not followed. The
manufacturers maintenance manuals contain numerous warnings and cautions which must be followed.
High Voltage
High voltage and high currents exist in radar systems that can and will KILL you! Typical high voltage drive to the
display is 12,500 volts.
The pulse transformer in the RT generates a 5,000 volt 5 Amp pulse to excite the magnetron. Use caution when
covers are removed.
RF Radiation
A microwave oven uses a magnetron to transmit high power RF radiation into a shielded enclosure to heat and
cook. Most weather radar systems use this very same device to generate their high power RF signal. This RF
radiation can damage the human body or ignite flammable liquids. When operating a Weather Radar system
always be aware of the following:
Never transmit inside a closed hanger.
Never transmit towards a fuel truck.
Consider all radar systems to transmit in test, until confirmed otherwise.
When operating the system on the bench, always attach a dummy load to the RT.
Transmitter power, proximity/distance and time/duration are all factors that affect the damage that RF radiation
can do. Consult FAA Advisory Circular AC 20-68B (Radiation Safety) for additional information on RF exposure
and permissible levels.
Magnets
Magnetrons in the Receiver/Transmitter contain strong magnetic magnets. Use caution around radar indicators
and computers. Magnets can magnetize and distort display colors and cause loss of data to computer disk drives.
1-1
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2. HISTORY
Political
Much of history is not the truth, but merely what is accepted as the truth. No where is this more evident than in the
early history of radar.
The political climate at the end of World War II did not give much credit to Germany for technological
advancements. Also the destruction and division of post-war Germany made the discovery and credit for German
radar advances difficult.
World War II was a time of rapid growth and development in the radar world.
The well publicized scenario of British radar superiority at the beginning of World War II is quite simply not true.
There is no doubt that Britain led the world in appreciating the strategic importance of radar, but German radar
sets in late 1930s and early 1940s were superior to British systems.
The technological promise of radar, and its realistic use are two vastly different matters. The German Luftwaffe
had superior radar equipment, but never developed a realistic strategy for its use. The Germans blindly placed
their sole radar focus on offensive navigational systems. The British had a large, clumsy, dead end technology
system in their Chain Home Radar System (we will discuss the Chain Home system shortly). However they
developed a Command and Control system, called the Filter Room that was vastly superior in concept and
implementation. This Filter Room was the real hero in the defense of Britain.
The Filter Room was a command and control center that received radar data from each Chain Home station.
Azimuth data was derived via triangulation, accuracy calibrations were performed and target information was
then plotted on a large map. Friendly fighter radio traffic was monitored and targets were thus identified as
either friendly or hostile (today we utilize Mode 4 Transponders and call it IFF, Identification Friend/Foe).
With this clear picture of approaching threats, Filter Room commanders were able to match limited fighter
resources to the greatest threat.
2-2
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German scientists discounted the idea that a radar system could be operated in the HF band. Britains system
operated at 22MHz while the German systems operated at 120MHz. The Germans were searching this higher
frequency band, thus detecting nothing. They concluded from this that the British had no operational radar and
wrongly summarized that that this was some type of aircraft landing aid system.
During the Summer of 1940 Hermann Goering was poised to unleash massive air raids on Britain. General
Wolfgang Martini, Luftwaffe Head of Signals, believed that the towers dotting the eastern shores of Great Britain
were more than just aircraft landing aids. Martini convinced Goering to bomb these towers. On Sunday Aug 8,
1940 the Luftwaffe attacked the Chain Home towers. These towers were very difficult to bomb from the air and
of all the stations attacked, only one tower was damaged. Goering was so focused in his belief that the British had
no working radar system he never attacked the towers again. This was one of many major blunders he
committed as the head of the German Luftwaffe.
2-3
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A radar navigational system called Eagle guided the B-29, Enola Gay to Japan on the morning of Aug 6, 1945
where she dropped Little Boy, the first atomic weapon used in an act of war. At 8:15 AM four separate radar
altimeters detonated Little Boy at an altitude of 1,900 feet AGL above Hiroshima. Three days later a similar
system was used over Nagasaki, thus ending Japans will to fight and the war in the Pacific.
2-4
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3. THEORY
Pulse Train
RADAR, an acronym for RAdio Detecting And Ranging, works on the principle of emitting a high frequency RF
pulse and listening for its return. In theory this is simple, but in real world applications radar is incredibly
complex.
Todays typical weather radar systems will emit 100 pulses per second, called the pulse repetition frequency
(PRF) and operate at a frequency of 9.345GHz or 9.375GHz.
A RF pulse travels at the speed of light taking 12.36 (micro) seconds to travel one nautical mile out and back.
Round trip time will give the operator distance to the target. For example; a RF pulse will take 123.6 seconds
out and back from a target 10 nautical miles away.
3-1
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Target Detection
Azimuth, distance and amplitude are determined by the following:
The direction the beam is focused gives the azimuth.
Round trip time is calculated to give distance to target.
Relative amplitude of the returned pulse will give an indication of the size of the target.
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Radar Beam
The radar transmits a beam of radiation which gets wider as it travels further from the source, similar to a
flashlight beam which will illuminate a larger area at a distance than it will close up. The radar beam is a cone of
radiation which will be tightly focused in the middle and less so towards the edges. This is often called the radar
beam width or beam diffusion. The larger the parabolic dish or array the tighter the focus of the beam. More
RF radiation is focused on the target with a tighter, focused radar beam. The more radiation that is focused on
the target, the greater the return.
Figure 3-3 (Radar Beam Width) Figure 3-4 (Radar Arrays of Various Sizes)
One degree of beam width will illuminate a circle 100 feet in diameter at one nautical mile. Most radar arrays
will have a beam width anywhere between 6 to 10. This image illustrates the large areas of illumination at
various distances.
Beam width versus array size can vary with each manufacturers unique array designs.
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A three box radar system consists of a Receiver Transmitter, an Antenna Pedestal and an Indicator, combining
the functions of the Controller with the Display.
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LRU Functions
This section will discuss and focus on a typical three box radar system. It is meant to present the general concept
and theory, not to teach specifics of any one system.
As a general convention when referring to the indicator we mean a display and controller as one unit. When we
discuss a display we are referring to the multi-function display (MFD) only.
System
System control and target data is communicated in many different methods by the manufacturers. Older systems
used proprietary control and data methods, either analog, digital or some combination. Most newer systems use
ARINC-429 for control of the RT and Antenna and ARINC-453 for target data transfer.
3-7
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Receiver Transmitter
The Receiver Transmitter contains all of the circuitry to generate the RF pulse and to listen for its return. It
sends this data to the Display in many different ways depending on the system.
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The Timing and Control synchronizes all circuitry in the RT. It sets the PW and PRF and generates the trigger. It
controls the STC and AGC to the IF amp and the AFC sweep/lock to the LO. Operation of the Timing and Control is
controlled by the systems Indicator or Controller in the cockpit.
The Magnetron is a special vacuum tube that is at the center of the RT. It will generate a clean pulse at 9.375GHz
when excited by a high voltage pulse. This will be a narrow, clean pulse with balanced harmonics. The first
harmonic will be 10db down from the main.
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Indicator
This LRU contains all the circuitry to display the weather data to the pilot. Older systems will utilize a CRT
(Cathode Ray Tube) while newer units will have a LCD.
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The Digitizer/Memory processes the target data, converts it from Rho-Theta to raster and sends the data to the
Sweep/Display.
Rho-Theta scan is from the apex out, this is how the radar scans for targets. A raster scan is from left to
right, similar to how you would read a book. This is how the display will show the data.
The Digitizer/Memory reads the radar data as a Rho-Theta format and sends the display data out as raster
scan.
Some of the older monochrome displays will scan the CRT in a Rho-Theta scan.
3-13
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Antenna
The Antenna will direct the RF beam in the desired scan and tilt as commanded by the Indicator or Controller.
3-14
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3-15
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Waveguides
Waveguide Principles
A waveguide is a transmission device, similar to a coaxial cable. A coaxial cable will experience severe losses at
the high frequency of todays radars. A waveguide is a hollow aluminum tube whose diameter is dependant upon
the operating frequency. This hollow tube will allow high frequency RF to pass with very little loss.
A flexible waveguide must never be flexed or bent beyond the manufacturers rated specs. A rigid waveguide
must never be bent or twisted. This will impede the RF transmission down the center of the waveguide.
Rigid waveguides can have bends by design, these bends are called a H-Bend and E-Bend. Imagine an H-Bend as
hard and an E-Bend as easy.
The connector at the end of the waveguide will either be a Flange (Flat) or Choke (deep choke groove and
shallow o-ring groove). An o-ring must be installed in the o-ring groove. The deep groove is a RF choke, used for
impedance matching and must be left empty.
When connecting waveguides together you must connect a Flange to Choke for best impedance matching, this
will minimize VSWR (Voltage Standing Wave Ratio, reflected RF waves).
3-16
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Waveguide Pressurization
At altitudes above 25,000 feet, the high power RF pulse will arc in the waveguide due to low atmospheric
pressure. Special fittings allow aircraft cabin pressurization to be pumped into the radars waveguide. This
waveguide pressurization prevents arcing of the RF.
O-rings and pressure windows must be used on a pressurized system. If an O-ring or pressure window is left out,
the system will leak, with a constant flow of air through the system. Moisture will accumulate and corrosion in
the waveguide will occur. Corrosion and moisture will deteriorate the performance of the radar system.
3-17
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4. PILOTS PERSPECTIVE
Understanding a pilots perspective as to the radars operation is critical to understanding the complaint and
repairing the system.
Weather Observation/Reflectivity
Radar reflectivity (return levels) is calibrated as rainfall rates, inches per hour. The manufacturer will design the
system with three or four levels of returns. These will be divided equally between the minimum and maximum. A
typical three color system will be green (1), yellow (2) and red (3) with red being the most severe. A Typical four
color system will be green (1), yellow (2), red (3) and magenta (4) with magenta being the most severe.
Thunderstorms: When thunderstorms develop they build up, cell height is an indication of storm intensity.
Rain showers that develop low and stay low are typically not hazardous to aviation. Hazards to aviation will
build in the 18,000 ft to 25,000 ft range. FAA Advisory Circular 00-24B (Thunderstorms) should be
consulted for detailed information on thunderstorms.
Never regard any thunderstorm as light, small or inconsequential. All thunderstorms must be avoided by at
least 20 nautical miles.
Tornados: Tornados cannot be distinguished from thunderstorms by radar, but the shape of the
thunderstorm return can indicate the possibility of tornadic activity. Sharp edged thunderstorms, or those
that show projections or crescent shaped indentions should be given additional separation.
Hail: Hail is generally associated with large thunderstorms. Wet hail is an excellent reflector of radar
energy. It is common for some hail shafts to be quite narrow and difficult to detect.
Icing: Radar will not warn the operator of icing conditions (either super-cooled water droplets or ice
crystals) unless they are associated with active precipitation.
Snow: Dry snow cannot be reliably detected with radar, heavy wet snow can often be difficult to detect and
identify.
Lightning: Lightning is static discharge created by the massive vertical movements of air in a thunderstorm.
These massive vertical movements of air are what make thunderstorms so extremely dangerous to aviation.
Visible Top: The top of a thunderstorm provides little reflectivity for the radar. The radar must be tilted
down to paint the meat of the storm, the area of maximum reflectivity.
Tilt Management
Tilt management is the single most important factor for effective use of an airborne weather radar system.
Failure to properly manage tilt is the most misused function of weather radar systems. Too low of a tilt setting
results in excessive ground returns and the inability to distinguish weather from ground clutter. With tilt set too
high, the beam will scan over the top of weather. Either way the pilot will not distinguish crucial weather data.
Correct tilt angle is directly dependant on the storms distance from the aircraft and upon height and intensity.
At 10 nm, 1 of tilt motion will move the center of the beam up or down 1,000 feet. At 80 nm this 1 of motion
will move the center of the beam 8,000 feet. Think about it, 5 of tilt at 80 nm will move the center of the beam
40,000 feet.
It must be remembered that when thunderstorms develop they build up, cell height is an indication of storm
intensity. Rain showers that develop low and stay low are typically not hazardous to aviation. Hazards to aviation
will build in the 18,000 ft to 25,000 ft range. This is where the radar must search for activity.
At high altitude cruise the tilt must be adjusted down as the storm gets closer to the aircraft or the radar will
scan over the top and miss the weather.
4-1
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Stabilization
The purpose of radar stabilization is to maintain a constant radar scan at desired tilt angle, level with the earths
horizon during normal aircraft operations and maneuvers.
During turns aircraft bank will roll one wing down. As the radar scans to the wing down side it will paint
excessive ground clutter. On the wing high side the radar will scan above storms and fail to display accurate
weather data to the pilot. Stabilization will adjust the tilt angle to maintain a level scan with the horizon.
During climb or decent, stabilization will adjust the tilt angle up or down as appropriate to maintain a level scan
with the horizon.
If not for stabilization the radar would scan above or below possible targets, thus missing potentially dangerous
weather.
4-3
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Dead Zone
Often when flying in the spring the pilot will be confronted with two large level 3 returns separated by a narrow
band of level 3. The temptation will be to rapidly pass through this narrow band of rough weather to the large
clear area behind it. STOP, do not fly through, fly around. This narrow band is so intense that the radar pulses are
unable to make it through to the severe storm behind. This is called the Dead Zone.
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4-6
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Vertical Profile
Thunderstorms build upwards with the height of the storm being an indication of their severity. Vertical Profile
was developed by Bendix/King (beginning with the RDS-82VP) as a means of easing the difficulties caused by
improper tilt management, thus enabling pilots to readily determine storm height and intensity. The radar
functions by parking the azimuth scan at the desired track position and scanning (utilizing tilt) up and down.
The pilot will select an azimuth track line where he wishes to view the vertical slice. Vertical Profile will then
display a return image of the selected slice. VP works best in a wings level scenario. Turns will obtain an angled
and moving (azimuth) depiction of returns.
Ground returns are normally depicted by a symmetrical mirrored image both above and below the radar beam. A
non-symmetrical image depicts weather.
4-7
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4-8
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Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
5-1
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Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
Collins
Collins has not sold their radar systems or merged with anyone of any consequence for the servicing of general
aviation radar systems. Today they are called Rockwell Collins after their avionics merger with Rockwell.
Honeywell
RCA produced a good line of weather radars under the RCA name. These are the PRIMUS series of radars. RCA
then sold their avionics division to Sperry, who continued to produce many of these same radar systems under
the Sperry name. Sperry also designed some new systems. Sperry then sold their avionics division to Honeywell,
who continued to manufacturer and support these same radar systems. There are many popular radar systems
on the market that bear the RCA, Sperry or Honeywell name, yet have the same part number and model number.
Bendix produced a great line of radars using the RDR-xxxx model schema. Bendix merged with King and became
Bendix/King and then later changed their name to Allied Signal.
King produced the KWX-40/50 and KWX-56/58 series of radars. At the time of their merger with Bendix the
KWX-40/50 had been discontinued. Bendix/King was formed by the merger of Bendix and King. The name was
later changed to Allied Signal. Allied Signal manufactured the RDR-xxxx, RDS-xx and RDR-2000/2100 series of
weather radars.
Narco purchased the KWX-56/58 line of weather radars from King when King merged with Bendix. This sale
occurred because the SEC (Securities and Exchange Commission) required either King or Bendix to sell one of
their lines of radar systems in order to approve the merger between King and Bendix.
Many years later Narco sold the TSO rights for this radar to Garmin, however Narco continues to support all
existing KWX-56/58 systems still in operation. Garmin has greatly improved upon this radar, which is now
currently being sold as the GWX-68.
Allied Signal then merged with Honeywell. When this happened they sold the RDR-xxxx series to Telephonics.
Honeywell kept the RDS-81/82/84/86 series and the RDR-2000/2100 product line. Honeywell has kept the
Bendix/King name for these systems, as well as the General Aviation line of avionics.
Telephonics purchased the RDR-xxxx series from Allied Signal when Allied Signal and Honeywell merged.
Telephonics continues to support the legacy systems and currently manufacturers the RDR-1400,
1500,1600,1700 series of weather radars.
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Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
Pilots Operation/Complaint
When troubleshooting a radar failure it is important to know the complaint from the pilot. It is very important to
know at what point of the flight the failure occurred.
Was it on the ground prior to departure, three hours into the flight, or on descent into Houston on a hot humid
summer afternoon? An aircraft making a descent after several hours cold soaking during high altitude cruise into
a hot humid environment will experience heavy condensation (rain) in the avionics bay and under the radome.
Whether the malfunction occurred at low or high altitude is important to identifying the failure. RF arcing, either
in the RT or the waveguide, can occur in the low atmospheric pressure of high altitudes.
Did any other aircraft anomalies occur during the flight? Power fluctuations, inverter failures, vacuum or gyro
failures?
Weak returns or fails to paint are common complaints. Verify that Gain is in detent, (AGC). This is often
inadvertently left out of detent (AGC) causing weak or no returns. Verify that the antenna scans and tilts
correctly, turn stabilization off. An antenna stuck in full tilt up will scan over any weather and have no returns.
Inspect the radome and waveguide. Failure in the RT is the most common cause of weak or no returns.
Spoking is a common failure and pilot squawk. AFC (Automatic Frequency Control) is used in the RT to keep
the receiver locked to the magnetrons exact transmitter frequency. When AFC is unlocked (due to a malfunction,
or temporary glitch) the local oscillator (LO) in the RT will sweep at approximately one sweep every five
seconds. As the LO sweeps across the transmitter frequency the AGC will saturate and display a solid red bar
from the center to the outer edge of the display.
Spoking is defined as periodic flashes radiating from the apex to the outer edge of the display. It is often,
but not always a solid red bar. Any abnormalities that radiate from the apex to the outer edge of the display
can be referred to as spoking.
In the rarefied thin atmosphere of high altitude flight many things can arc causing either a temporary or
permanent AFC unlock. High voltage in the RT can arc. High power RF can arc in the waveguide if it has lost
pressurization. A RT failure is the most often cause of spoking.
A noisy (many green dots) display is most often caused by a failure in the RT.
Paints ground on one side is indicative of stabilization errors. This will require a stabilization alignment. Any
malfunctions in the gyro, inverter or radar system related to stabilization can easily be diagnosed during the
stabilization alignment.
Figure 5-2 (Spoking) Figure 5-3 (Stabilization Errors) Figure 5-4 (Noisy Display)
5-3
Avionics & Instruments 13551 Wing Way Ave
txgyro.com Fort Worth, TX 76028
FAA CRS T69R487X 817-282-7500 (office)
Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
Physical/Mechanical
The radome acts as a window to the RF. Improper repairs or lead based paint can hinder the passage of RF
through this window. Inspect for delimitation or prior repairs, water or condensation, cracks or dents. Lightly
tap with a small screwdriver handle listening for dead spots or trapped moisture.
Delamination, trapped moisture or poor condition can reduce the amount of radiation passing through. It can
also deflect the beam, often pointing towards earth and painting constant weather. Radome degradation can
affect the radars performance.
FAA Advisory Circular AC-43-14 (Maintenance of Weather Radar Radome) for guidance on radome maintenance.
Waveguides must be pressurized for any operation above 25,000 feet. Missing o-rings, cracked or bent
waveguides, missing pressure windows can all cause loss of waveguide pressurization. This can cause RF arcing
and spoking at altitude, yet everything will check out good on the ground.
Inspect the array or parabolic dish. Radar arrays must be flat; any warps, dents or distortion will affect the radar
beam and are unacceptable. A parabolic dish must not be dented or distorted.
Inspect the antenna pedestal or ANT/RT for level installation. Missing shims can cause an unlevel scan and
painting of the ground on one side.
5-4
Avionics & Instruments 13551 Wing Way Ave
txgyro.com Fort Worth, TX 76028
FAA CRS T69R487X 817-282-7500 (office)
Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
Operational Check-out
Safety is paramount. RF radiation from the radar system is harmful to the human body. Follow the manufacturers
maintenance manual.
The following discussion is to present the concept of a typical ground check. The manufacturers maintenance
manual must be followed any time you are working on an aircraft or an aircraft component.
It is important to have a known target that you paint. For example, a water tower at nine miles makes an
excellent target. This will give a point of reference for future ground radar functional checks.
Typically on the ground you will paint targets in the 5 to 25 mile range. Start with the tilt at 0. Slowly adjust the
tilt between -5 and 5 tilt up. This is optimum to paint a known target on the ground.
Use a power cart, do not ground test the radar system on aircraft batteries. It is common for many radar systems
to exhibit errors when the source voltage is below 26VDC. Insure that both 28VDC and 400Hz AC are good. Many
systems require 400HZ AC for cooling fans and proper antenna operation. Most gyros require 400Hz; a very few
require vacuum.
Some systems in certain installations have a weight on wheels (WOW) sensor to prevent radar transmissions on
the ground. This must be disabled for ground check out.
A typical radar system ground check is as follows:
1) Position aircraft as appropriate location, take into account scan angle. Insure safe transmit lanes.
2) Remove radome.
3) Insure both good DC and AC power.
4) Turn system to standby, allow appropriate time in. This is important to allow the filaments in the
magnetron to warm up.
5) Place system in test. Observe indicator display for correct display, colors and absence of blooming.
View test pattern, verify correct test pattern with manufacturers manual.
6) Observe antenna for proper tilt and scan throughout the entire range. This must be done from the
side of the aircraft away from the RF radiation beam.
7) Verify radar paints a known target. Allow system to paint for several minutes, monitoring for any
breaking up of signal.
8) It might be necessary to repeat the operational test with the radome attached to rule out the
possibility of radome related failures.
9) Power system down, several systems have a time out period.
This completes a typical ground check. Note any abnormalities. Consult manufactures maintenance manual for
troubleshooting. Block diagrams in these manuals are helpful for knowing LRU functions.
5-5
Avionics & Instruments 13551 Wing Way Ave
txgyro.com Fort Worth, TX 76028
FAA CRS T69R487X 817-282-7500 (office)
Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
Stabilization Alignment
The purpose of radar stabilization is to maintain a constant radar scan (of desired tilt angle) level with the
earths horizon during normal aircraft operations and maneuvers. Radar stabilization will tilt the antenna array
as appropriate to maintain a level scan with the horizon at all times. A radar stabilization alignment will calibrate
the radar, gyro, inverter and aircraft together as one.
The radar will receive pitch and roll data in one of many methods, ARINC 429 digital, 10,000Hz sine wave or
400Hz sine wave that varies in amplitude depending on pitch or roll angle. This sine wave will be 50 millivolt per
degree for fixed wing aircraft or 200 millivolt per degree for helicopters. Roll right/left and pitch up/down is
determined by the phase relationship of the pitch/roll signals versus the reference signal (400Hz or 10,000Hz).
Refer to the manufacturers maintenance manual for system specific details.
Safety is paramount. RF radiation from the radar system is harmful to the human body. Follow the manufacturers
maintenance manual.
The following discussion is to present the concept of a typical stabilization alignment. The manufacturers
maintenance manual must be followed any time you are working on an aircraft or an aircraft component.
Use a power cart, do not perform a stabilization alignment on aircraft batteries. It is common for many radar
systems to exhibit errors when the source voltage is below 26VDC. Insure that both 28VDC and 400Hz AC are
good. Many systems require 400HZ AC for cooling fans and proper antenna operation. Most gyros require 400Hz
or vacuum.
5-6
Avionics & Instruments 13551 Wing Way Ave
txgyro.com Fort Worth, TX 76028
FAA CRS T69R487X 817-282-7500 (office)
Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
5-7
Avionics & Instruments 13551 Wing Way Ave
txgyro.com Fort Worth, TX 76028
FAA CRS T69R487X 817-282-7500 (office)
Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
5-8
Avionics & Instruments 13551 Wing Way Ave
txgyro.com Fort Worth, TX 76028
FAA CRS T69R487X 817-282-7500 (office)
Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
Notes
Avionics & Instruments 13551 Wing Way Ave
txgyro.com Fort Worth, TX 76028
FAA CRS T69R487X 817-282-7500 (office)
Airborne Weather Radar EASA 145.5676 817-282-7516 (fax)
Notes
TexasGYRO/ About Us
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