MultiScan Threat Track Radar - Operational Overview (Airbus 1.4) VietjetRev2 (13928)

MultiScan ThreatTrackTM Radar
Operational Overview - Airbus
1 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

AGENDA
• Introduction
• Controls
• Displays (Displayed
Information)
• Radar Interpretation
• Threat Track Features
• How the Radar Works
• Manual Operation

Introduction
(Airbus)

MultiScan (2002)
4 | © 2018
Ground Clutter Elimination, Weather to 320 NM
Rockwell Collins. All rights reserved. Proprietary Information.
MultiScan V1 Quiet, Dark Cockpit
Cell Top Measurement
Safe: 69%
Efficient: 23%
Geographic Weather Correlation
5 | © 2018 Quiet, Dark Cockpit: Safest and Most Efficient Flight Path
MultiScan V1 Quiet, Dark Cockpit
Safe: 92.3% Safe: 69%

Efficient: 92.3% Efficient: 23%
6 | © 2018 Quiet, Dark Cockpit: Safest and Most Efficient Flight Path
MultiScan ThreatTrack (2014)
MultiScan ThreatTrack - 2014
Threat Analysis and Display (No More Rain Gauge Radars!)

MultiScanTM
TAAG Angolan
Eurocypria
JAL
Qantas
Egypt Air
Oman
Air Europa
China Eastern
BBJ
China Cargo
Burak
AeroMexico
Chongqing
Virgin Blue
Customers Malev
Air Logic
Shanghai
First Choice
Hainan
Spice Jet
Shenzhen
DHL
Norwegian
Bangkok
Sun Country
Air Mauritius
Air Macau
Copa
Viet Jet
Fly Dubai
HK Express
Air China Hong Kong dba American Xiamen China Airlines Air France Jade Cargo Jet BBAM# British Midlands Vietnam Tarom Romania Thomas Cook Malaysia
Shandong Primaris Lux Air Air Algerie Delta LAN Qatar Sichuan German Wings Royal Brunei XL Airlines KLM Virgin Australia Cebu Pacific Alitalia
Emirates Thai Lufthansa EVA Air Asia TAM Yemen Airways Avianca Northwest Swis Air New Zealand Aegean Air One Dragon Air ANA
TAP Spirit Air Lingus Indigo Air Comet Singapore US Airways Druk Air Jazeera Independence Air Air Cairo Air Seychelles Uzbekistan Avianca Skybus
Batavia TACA Czech Air Berlin Silk Air Bahrain Air Volaris Air Arabia Adira Royal Dutch AF Italian AF Japanese Self China Southern Air Austral GoAir
Defense Force
debis# Guggenheim# RBS# FAA ILFC# AerCap# BOC# Intrepid# Aviation Capital# Blue Panorama Korean United Monarch Bimen Bangladesh Air Asia X
Tibet Privatair* Iceland Air* LCAL* Garuda Indonesia* Lot Polish* Air India Royal Air Morocco Air Canada* Kenya* Air Fiji TUI British*/GB Airways Donghai GOL
Ethiopian
CIT Aerospace# Pegasus Air Finance* CR Airways* Royal Jordanian Virgin Atlantic Air Berlin Arik Air* Aeroflot* Azerbaijan Dubai Aerospace Cathay Pacific+ Nippon Cargo + Atlas Air + South African
Etihad Gulf Air Travel Service* Air Bridge Cargo+ Cargolux ICBC# Chengdu Joy Air Juneyao Uni Alaska Iberia Turkish TransAsia Al-Jaber
Jet Star* Air Niugini* ALAFCO# AWAS# Hamburg International Jetlite Kuwait Libyan Midroc SunExpress Transavia Iraqi AP Fleet# AAR Corp# Qingdao
Dobrolet Ruili SriLankin Scoot* S7 Airlines Lion Air LoongAir Kunming Vistara Dragon Aviation# Avalon Aerospace# Asiana Nepal Jet2 Azul

9000+ Systems in Revenue Service, 195+ Customers, 2000+ Backlog Orders
*787, +747-8
#Leasing Company Baseline
Controls and Displays
(Airbus)

Wx Radar Control Panel

ND Annunciations – Manual Selected
• Manual Operation
• Gain is not in the
CAL position

ND Annunciations – AUTO Selected
• AUTO Operation
• Gain is in the CAL
position

Quiet Dark Cockpit: Non-Threat Wx Is Not Displayed
Path Attenuation and Correction (PAC) Alert – Area of Attenuation

Radar Design Criteria for
WX/WX+T/WX + HZD Modes
14 | © 2018
Path Attenuation and Correction (PAC) Alert – Area of Attenuation
On All Range
Scales
WX+T (Weather Plus Turb) Mode

Out to 40 nm
On All Range
Scales
16 | © 2018
WX+T (Weather Plus Turb) Mode
WX+Turb+HZD (Weather Plus Turb Plus Hazard) Mode

WX+Threat (New ThreatTrack Features)

Interstate 90
Interstate 88
Interstate 55
Interstate 80
Lake Michigan
Full Above and Below Gain Control is Available

During Both Manual and AUTO operation

Tilt is Inactive During Automatic Operation

Recommended Operating Mode
AUTO, CAL Gain,

WX+T+HZD
is the recommended
operating mode in all
phases of flight

Displays (Displayed Information)

Gain Control Settings

Gain Control Settings
40 dB
10 dB Every 10 dB of gain change
30 dB represents an increase or
10 dB decrease of one color level
20 dB
Min Gain (-14 db) CAL Gain (0 db) Max Gain (+16 db)
One and a half color level decrease Standard Rain Rate Reflectivity One and a half color level increase

Automatic Temperature Based Gain
Glaciated
(composed of ice crystals)
-40oC
Freezing Level

-40oC
Manual CAL Gain Manual MAX Gain AUTO CAL Gain
Freezing Level

Radar Design Criteria
for WX/WX+T Modes
Quiet Dark Cockpit Philosophy
737NG HUD display

Example

Non-Threat Weather
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

Beam Characteristics
(Sensitivity Time Control)
Receiver Sensitivity
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 80 Nm
Less Gain More Gain
Note: STC is effective when the

weather is within 80 nm of the aircraft
and when “CAL” Gain is selected.
Range Attenuation – An Example

Attenuation Sequence

Path Attenuation
(Southern Airways Flight 242)
Pilot’s Radar Presentation Actual Weather

In April 1977 the crew of Southern 242
Aircraft
was working Penetrates
their Extreme
way through an area of
cells over eastern Alabama - 55,000
Thunderstorm Reaching to
Feet that is Producing Tornadoes
FO: “WhichandwayThree
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
Path Attenuation Correction (PAC) Alert
PAC Alert is active only when AUTO and CAL Gain are selected
Radar Beam Width = 3o
36 | © 2018 Radar Beam Width and Its Affect on Weather Rejection

Example: Cells Right at the Aircraft
Altitude

Windshear

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 0.25 nm 0.25 nm
Approach and Take Off

Go Around
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
Radar Interpretation

Under 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
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
Example - Gulf of Thailand

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

Low Altitude Stratiform Rain

High Altitude Icing
Flight Test Plot of High

Altitude Icing Conditions
with Radar in AUTO

High Altitude Icing
Flight Test Plot of High

Altitude Icing Conditions
with Radar in AUTO

Radar Display Interpretation

Radar Display Interpretation

Non-Reflective Weather



Over Sensitivity

SB-7 Oceanic Over Sensitivity
Bay of Bengal

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.

A cell that maintains intensity from 120 – 80 NM should be considered to be at the aircraft altitude and a
deviation should be requested.
MultiScan Threat Track Functions

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

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
MultiScan V2 – Airbus Control Panel
Display of All Hazard Detection

Similar to the MultiScan Similar to the MultiScan V1
Description Feature Map Mode Only
V1 in "WX" mode in "WX+T" mode
(Enables Threat Display)
EFIS
"WX" "WX+T" "WX+HZD" Map Only
Annunciation
Weather (V1) + Turbulence (V1) +
Functions Weather (V1) + Turbulence • Inferred Hail and Lightning (V2) +
Weather (V1)
Available if (V1) • 2 Level Turbulence (V2) + Map Only
NO Turbulence (V1)
"AUTO" Selected • Predictive Overflight Protection
(V2)
NO Weather (V1) NO Weather (V1) NO Weather (V1)
Functions
NO Turbulence (V1) Turbulence (V1) Turbulence (V1)
Available if Map Only
(Crew has to manage Tilt (Crew has to manage Tilt (Crew has to manage Tilt and Gain
"MAN" Selected
and Gain Settings) and Gain Settings) Settings)
Active for both AUTO
Active for both AUTO and Active for both AUTO and
Active for both AUTO and MAN Modes and MAN Modes
Gain Rotactor MAN Modes MAN Modes
(default Position is 'CAL') (default Position is
(default Position is 'CAL') (default Position is 'CAL')
'CAL')
Inactive if 'AUTO' Inactive if 'AUTO'
Inactive if 'AUTO' Selected Inactive if 'AUTO' Selected
Tilt Rotactor Selected Selected
Active if 'MAN' Selected Active if 'MAN' Selected
Active if 'MAN' Selected Active if 'MAN' Selected
Core Threat Analysis
Core Threat - Off Core Threat - On
Composite Ground Based

Radar Threat Image

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
Two Level Enhanced Turbulence
Ride Quality
Turbulence
(Light to
Moderate
Chop)
FAA Certified
Turbulence
• .3g RMS
• Major turbulence
event
14 Aug 2011 The contents of this document are proprietary

65
Associated Threat – Cell Life Cycle
Cumulous Mature Dissipating
0 minutes 8 15 23 30 38 45 53 60
Intra-cloud
Lightning
Cloud to Ground
Lightning
(most severe)

66
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
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 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
Associated Threat Assessment –
Mature Cell Associated Threat
(Turbulence, Hail, Lightning)

Mature Cell Associated Threat – Active at
All Altitudes
Icons extend
Mature cell
outside cell
threat extends
boundaries
outside cell
boundaries
Active at All Altitudes
Mature Cell
10K’ Abv FL
70 | © 2018
Important: The Icon Does NOT Represent a Threat Boundary
Associated Threat Assessment - Anvil Top
Associated Threat (Hail)
195o / 60
Below 25,000’ 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 8 15 23 30 38 45 53 60
Cell Transition
Vivaaerobus
73
Anvil Top Associated Threat
195o / 60
Anvil Top Extends
Downwind of Cell
Anvil Top – high

probability hail region
Active Above 25,000’
Anvil Top – high Below 25,000’ Above
probability hail region 25,000 ft. 195o / 60 25,000 ft.
10K’ Abv FL

Vivaaerobus
75
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
Painted Weather is Priority for Deviation
Decision Making: Ex2
Maintain
RockwellNormal
77 | © 2018 Cell Proprietary
Collins. All rights reserved. Standoff Distance Over the Inferred Associated Threat Information
Information.
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 Video of lightning strike
78 | © 2018
Avoid Speckled Regions When Practicable
How the Radar Works

MultiScan Technologies
• Flight Path Hazard Analysis
• Beam to Beam Power Comparison
• Automatic Temperature Based Gain
• Geographic Weather Correlation
• Track While Scan capability

Flight Path Hazard Analysis
During cruise non-
reflective thunderstorm
At lower altitudes pilots tops can result in In Route:
need to be concerned inadvertent cell top Geographic Wx Correlation, Auto Temp Based
about cells with penetration Gain, OverFlight and Predictive OverFlight
significant convective Protection activated to reduce unexpected
activity above the turbulence encounters. Quiet, dark cockpit
freezing level reduces unnecessary deviations
Descent:
Scan for Wx below the
aircraft altitude.
Landing:
Climb: Windshear
Scan along the climb out flight path. detection
Approach: activated.
Take Off:
Scan for convective activity
Scan for convective activity above above the freezing level and
the freezing level and adjust threat adjust threat color
color accordingly. Windshear accordingly.
detection activated.
Flight Path Hazard Analysis provides weather detection

and analysis parameters based on phase of flight
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
Steep terrain can show up on Cities are excellent radar

the extended edge of the beam reflectors and also tend to
and produce clutter even introduce ground clutter
though the beam is elevated 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 Beam to Beam
above terrain Power Comparison
Targets below line

eliminated as
ground clutter
Beam to Beam Power Comparison also eliminates clutter from high terrain and cities
Ground Clutter Removal - Results
Even with excellent manual operating techniques it is Beam to Beam Ground Clutter Removal clearly shows
difficult to distinguish weather from ground clutter at the weather threat
the radar horizon
Quiet, Dark Cockpit
Beam to Beam Power Comparison
Beam to Threat targets

Beam Power above line are
Line drawn ~ 6,000’ Comparison displayed
below aircraft altitude
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
Quiet, Dark Cockpit- Results
“Quiet, Dark
Cockpit”

Thunderstorm Anatomy
Turbulence Bow
Wave
Visual Top
Extent of Threat
Radar Top


Reflective Top
with Automatic
Temperature
based Gain
Automatic Temperature Based Gain Reduces the Non-Reflective Cell Top

Geographic Weather Variation
Land Based Oceanic
Generally, oceanic cells “rain out” at much lower altitudes than land based cells
Geographic Weather Variation
Central Pacific Brazil United States

(Equatorial Oceanic) (Equatorial Land) (Continental Land)

Seasonal Weather Variation
Seasonal Variation of Thunderstorm Threats Due to Movement of ITCZ

Robust Worldwide Storm Models
TRMM Satellite has provided tens or millions of data points to build storm models

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
Geographic Weather Correlation (Setting Thresholds)
Variable thresholds prevent inadvertent cell top penetration

and decrease unnecessary deviations
Geographic Weather Correlation
(Setting Thresholds)

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

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
Core Threat – Turb
More Accurate
Threat Colors Predictive OverFlight
Icon
Mid Altitude
Associated Threat 195o / 60
Down Wind
Associated
Threat
Mature Cell
Associated Threat

MultiScanTM
Manual Operation

Tilt Management
(Optimum Tilt Angle)
Best Clutter
Rejection
Optimum Tilt for Clutter

Rejection Over Scans
Significant Weather Except in
FREEZING the 50 - 80 nm Range
LEVEL
Best Wx
Detection
Optimum Tilt for Weather

Detection Produces
Too High Significant Ground Clutter
Compromise
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

Tilt Management
(Mid Altitude Tilt Control (10,000’-25,000’))
Note: The clutter ring in mountainous areas may be
Middle Altitude Tilt Control
less well defined than in non-mountainous areas
(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. Clutter Ring in
mountainous area
80 and
40 nm
range Clutter Ring
scales
Caution: Below 25,000’ as much as 80% of clear air turbulence

encounters are weather related and are often due to over-scanning.
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.
Tilt Management
(High Altitude Tilt Control (25,000’ and Above)
High Altitude Adjust tilt so that ground

Tilt Control
(25,000 feet
clutter is displayed at the
and above) edge of the radar display
to minimize the
possibility of scanning
over the top of threat
weather.
Warning: Over-scanning and subsequent inadvertent thunder-

storm top penetration is a significant threat above 25,000’.

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

Over-Scan Prevention
(Pilot Techniques)
• Method 3: Alternate 40, 80, 160 NM scans

• Method 4: Select Max Gain
Manual CAL Gain 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.

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

Long Range (Over the Horizon) Weather Detection
Angle to the Horizon = .0167 x

(Square Root of the Altitude)
Radio Horizon is defined as 1.23 225 nautical miles

times the square root of altitude in
feet. For a FL (flight level) of 335,
radio horizon is 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”

Revolutionary WXR-2100 MultiScanTM Radar From
the Weather Radar Leader

SB-7/503 Flight Examples

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’
Improved Low Altitude Weather Display

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) 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

Sabreliner Flight 08/11/2011 Low Altitude Aircraft
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

Sabreliner Flight 08/11/2011 Low Altitude Aircraft
Altitude 15K ft. Montana 22:25Z
•Illustration of Additional Low

Altitude Reflectivity Areas
Shown With SB-7/503 Update

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

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

Improved turbulence display throughout the entire altitude
range.

Pre-SB-7/503 Turbulence Over
Warning

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
Nexrad Image 04/0/08 23:51Z

Excess Magenta Example
Original -203/ -213 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
Flexible Training Tools
1. Quick Reference
2. Online Mini CBT
3. Annual On-site training
4. Pilot’s Guide
5. 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)

An extensive worldwide support network to support
you
Netherlands (2)
Russia
Canada (7)
Seattle, WA Germany (2)
Reading, UK (5) Switzerland (2)
Portland, OR Wichita, KS Toulouse, France (7)
South Korea
Northern US (13) Japan (2)
Israel China (5)
Atlanta, GA
Italy U.A.E (2)
Dallas, TX
Shanghai, China
Southern US (13) India (2) Hong Kong
Western US (15) Melbourne, FL Taiwan
Mexicali, Mexico
Latin America
Singapore (3)
Brazil (2)
South Africa
Sao Jose dos Melbourne, Australia (3)
Chile Campos, Brazil
Worldwide Support Coverage

94 Customer Support Engineers
On-site Technical “Face of Rockwell Collins”
Worldwide AOG Service

8 Rental / Exchange Stock Locations
Worldwide Repair Capability

13 Service Centers
2,000+ Staff and Technicians
Additional Resources
 In-Person Instructor-led Training
 Training Videos on-line

– RockwellCollins.com
Commercial Aviation
Flight Deck
Surveillance
Weather Radar
– https://www.rockwellcollins.com/Products_an
d_Services/Commercial_Aviation/Flight_Deck/
Surveillance/Weather-Radar.aspx
 Monthly MultiScan users e-mail


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MultiScan ThreatTrackTM Radar

Operational Overview - Airbus

1 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

2 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

3 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

Cell Top Measurement

Geographic Weather Correlation

Safe: 92.3% Safe: 69%

MultiScan ThreatTrack - 2014

Threat Analysis and Display (No More Rain Gauge Radars!)

8 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

9 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

10 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

11 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

12 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

Quiet Dark Cockpit: Non-Threat Wx Is Not Displayed

Path Attenuation and Correction (PAC) Alert – Area of Attenuation

WX+T (Weather Plus Turb) Mode

15 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

17 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

18 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

Full Above and Below Gain Control is Available

19 | © 2018 Rockwell Collins. All rights reserved. Proprietary Information.

Tilt is Inactive During Automatic Operation

AUTO, CAL Gain,

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Manual CAL Gain Manual MAX Gain AUTO CAL Gain

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Quiet Dark Cockpit Philosophy

737NG HUD display

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Sensitivity Time Control (STC)

Note: STC is effective when the

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Pilot’s Radar Presentation Actual Weather

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0.25 nm 0.25 nm 0.25 nm 0.25 nm

Approach and Take Off

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30 nm Bright Band occurs at and

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Flight Test Plot of High

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Flight Test Plot of High

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