Airborne Weather Radar

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.
Written by David w Mansen
davidw@txgyro.com

2010, TexasGYRO, inc

All Rights Reserved

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Airborne Weather Radar

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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

2.

HISTORY ------------------------------------------------------------------------------------------------------- 2-1

Political ------------------------------------------------------------------------------------------------------------------------------------- 2-1
Early Radar Development -------------------------------------------------------------------------------------------------------------2-1
German Radar Development ---------------------------------------------------------------------------------------------------------2-1
British Radar Development -----------------------------------------------------------------------------------------------------------2-2
German Actions on British Radar Stations ----------------------------------------------------------------------------------------2-2
Need for Airborne Systems -----------------------------------------------------------------------------------------------------------2-3
American Radar Development -------------------------------------------------------------------------------------------------------2-3

3.

THEORY ------------------------------------------------------------------------------------------------------- 3-1

Pulse Train --------------------------------------------------------------------------------------------------------------------------------- 3-1
Target Detection ------------------------------------------------------------------------------------------------------------------------- 3-2
Radar Beam ------------------------------------------------------------------------------------------------------------------------------- 3-3
Search (Small/Near Targets) ----------------------------------------------------------------------------------------------------------3-4
Radar System Components -----------------------------------------------------------------------------------------------------------3-5
LRU Functions ---------------------------------------------------------------------------------------------------------------------------- 3-7
System ------------------------------------------------------------------------------------------------------------------------------- 3-7
Receiver Transmitter ------------------------------------------------------------------------------------------------------------3-8
Indicator -------------------------------------------------------------------------------------------------------------------------- 3-11
Antenna --------------------------------------------------------------------------------------------------------------------------- 3-14
Waveguides ----------------------------------------------------------------------------------------------------------------------------- 3-16
Waveguide Principles --------------------------------------------------------------------------------------------------------- 3-16
Waveguide Pressurization --------------------------------------------------------------------------------------------------- 3-17

4.

PILOTS PERSPECTIVE -------------------------------------------------------------------------------------- 4-1

Weather Observation/Reflectivity --------------------------------------------------------------------------------------------------4-1
Tilt Management ------------------------------------------------------------------------------------------------------------------------ 4-1
Stabilization ------------------------------------------------------------------------------------------------------------------------------- 4-3
Dead Zone --------------------------------------------------------------------------------------------------------------------------------- 4-4
MODES: Wx/Wxa and Contour ------------------------------------------------------------------------------------------------------4-5
GAIN: Ground Map and Reflectivity from Land/Water ------------------------------------------------------------------------4-6
Vertical Profile ---------------------------------------------------------------------------------------------------------------------------- 4-7

5.

FLIGHT-LINE TROUBLESHOOTING AND REPAIR ----------------------------------------------------- 5-1

Major Players in Airborne Weather Radar ----------------------------------------------------------------------------------------5-1
Collins -------------------------------------------------------------------------------------------------------------------------------- 5-2
Honeywell -------------------------------------------------------------------------------------------------------------------------- 5-2
Pilots Operation/Complaint ----------------------------------------------------------------------------------------------------------5-3
Physical/Mechanical -------------------------------------------------------------------------------------------------------------------- 5-4
Operational Check-out ----------------------------------------------------------------------------------------------------------------- 5-5
Stabilization Alignment ---------------------------------------------------------------------------------------------------------------- 5-6
Benefits of Bench Checking All Components Together ------------------------------------------------------------------------5-8

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Airborne Weather Radar

LIST OF FIGURES

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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

Airborne Weather Radar

1.

INTRODUCTION

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

White Paper Objectives

Primary objectives will be:
1)

Understand the history and theory of Airborne Weather Radar.

3)

Understand how to properly interpret the pilots complaint, discrepancy or squawk.

2)

4)

5)

Understand how Weather Radar systems operate from the pilots perspective.

Understand flight-line troubleshooting and repair of Airborne Weather Radar systems.

Understand Radar Stabilization, and how to perform a Radar Stabilization Alignment.

Reasons For Weather Radar

Three common threats to aircraft are turbulence, hail and windshear at low altitude. All three of these are byproducts of thunderstorms. Weather radar is a popular method of alerting the flight crew to the presence and
location of thunderstorms.

An airborne weather radar is technically called a Weather AVOIDANCE Radar. The radar system will provide the
pilot with the necessary weather information to avoid, not penetrate, severe and dangerous weather.

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

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676
This page intentionally left blank.

1-2

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Airborne Weather Radar

2.

HISTORY

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Early Radar Development

Radar principles have been known since the turn of the century. In 1904, Christian Hlsmeyer, a German
inventor was granted a British patent for a system using radio waves to remotely detect the presence of a
metallic body, such as a ship. On the morning of May 10, 1904 he demonstrated that he could locate a ship from a
distance of 5 kilometers. These modern concepts would be forgotten and not rediscovered for another thirty
years.

In the mid 1930s radar principles were well known and being actively developed by Japan, Germany, Russia,
America and Britain; yet it was the British who had the most pressing need. The looming threat of Nazi
aggression caused the British to increase their defensive capability.

German Radar Development

Dr. Rudolph Khnold of the German Navy re-invented radar in 1933 while working on a project to detect
underwater objects (eventually called Sonar) by bouncing sound waves off of objects. He theorized and created a
system using radio waves that worked above the water. Khnold did this with no knowledge of Christian
Hlsmeyers prior (1904) radar research. In 1934, Khnold demonstrated to German officials the ability to spot
ships over seven miles away. During this demonstration he inadvertently detected a seaplane moving in front of
the radar, discovering by accident the use of radar for aircraft detection.

Germany named this system the Freya, with the Luftwaffe receiving the first operational set in 1938. The name
came from the Norse Goddess Freyja. Freya would become the primary German early-warning radar, vastly
superior to any British system at the time. Freya was a steerable and semi-mobile system operating at a
frequency of 120MHz to 130MHz, PRF (Pulse Repetition Frequency) of 500Hz, PW (Pulse Width) of 3 (micro)
seconds and peak power output of 15 to 20 kilowatts. It had a maximum range of 160 kilometers, yet it had
difficulty accurately determining altitude.

2-1

Airborne Weather Radar

British Radar Development

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

In 1934 the British Ministry set up special task force under Sir Henry Tizard called the Tizard Commission to
investigate different and exotic defensive means. One such means was a Death Ray for which a special reward
of 1,000 was offered to anyone who could successfully kill a sheep at 100 meters.

Robert Watson Watts, a British scientist was consulted by Sir Henry Tizard to determine if such a death ray was
feasible. It was quickly determined to be impossible, but Watts theorized that RF Radiation could be used to
detect aircraft.
Watts proposed the idea of radio detection, but before the British Ministry would commit the considerable funds
necessary for development, they required a successful demonstration.

On the morning of Feb 26, 1935 the 43 year old Watson Watts and an assistant drove a small van loaded with
electronics to a country field near the British village of Daventry. There he monitored and adjusted his displays
while a RAF Bomber flew back and forth between two nearby BBC radio towers. They were able to detect a
disturbance in the RF from the towers and track the bomber at an unbelievable range of eight miles. What was
not known until many years later was that the brilliant Watts had quietly instructed the RAF bomber captain to
trail a long aerial wire behind the aircraft to enhance the chance of success.

On this very same day (Feb 26, 1935) Adolf Hitler appointed Reichsmarschall (Marshal of the Empire) Hermann
Goering as head of the German Luftwaffe with the sole intent of creating an Air Force to destroy everything that
stood in the path of the Nazi advance.

The German blitzkrieg of 1936 against Spain showed the world how air raids could rapidly destroy an enemy
with very little warning. Being an island, Britain had plenty of warning of any impending surface attack. The
German use of air attacks in the attacks on Spain proved the urgent need for a British defensive warning system
and kicked the development of radar into overdrive.

Soon 350 foot tall radar towers began to spring up along the eastern British coast. This became the Chain Home
Radar System and was completed in 1938. Chain Home towers were 20 miles apart, had a range of 100 miles and
used triangulation between towers to determine azimuth. They were not accurate in altitude detection, requiring
constant calibration and adjustment by the Filter Room.

The Chain Home system was acceptable for daylight intercepts where the radar only had to get fighters to within
a couple of miles to intercept the German bombers. At night the fighters had to be guided to within about 500
yards to visually acquire the targets.
Chain Home operated on a frequency of 22MHz. In good weather it could detect an aircraft at 10,000 feet 100
miles out. Later in the war the frequency was increased to 50MHz to avoid interference with other towers, noise,
and to prevent enemy jamming.

Because most British men were involved in the imminent war with Germany, these radar sites were staffed
almost exclusively by women.
During the early days of operation the Chain Home Radar System operators observed that weather systems
would affect the performance of their radar. This was the first known indication that radar could be used for
weather detection. However it wasnt until 1941 that the military became serious about using radar for
meteorological purposes.
During the Battle of Britain Germany greatly outnumbered Britain in terms of aircraft. Britains Chain Home
Radar and Filter Room enabled them to marshal their precious few fighters to quality daylight intercepts of
German Bombers. Germany had over 3,000 aircraft compared to Britains mere 600 fighters.

German Actions on British Radar Stations

Some officers in the German high command had thoughts that the British towers held a military purpose.
Hermann Goering outfitted the 776 foot Graf Zeppelin LZ130 with electronics monitoring equipment and flew
three missions along the British coast from May to August of 1939. These were the worlds first electronics
surveillance missions. The British tracked the Graf Zeppelin on radar.

2-2

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Need for Airborne Systems

The accuracy of the land based Chain Home Radar System was acceptable to guide the fighters sufficiently close
to for daylight intercepts, however not nearly close enough to visually acquire the target at night. Chain Home
was not mobile and did nothing to detect German U-boats on the surface.

An airborne system was desperately needed to overcome these shortcomings of the Chain Home system.

The transmitters and antennas of the Chain Home System would never fit in any aircraft. A smaller device, as
well as a system operating on a shorter wavelength (higher frequency) was urgently needed.
Two British scientists invented the magnetron, a small high power short wavelength transmission device. This
incredible invention changed everything in radar technology.

American Radar Development

In August of 1940 Winston Churchill commissioned Sir Henry Tizard to go to America, taking with him the ultra
top secret magnetron and many more military technology secrets. The purpose of this mission was to enlist
Americas aid in manufacturing military equipment and the sharing of certain military secrets.

This and many other military secrets were given to America cart blanche, no strings attached. Britain wanted the
Americans to share the technology of the Norden Bomb-Sight to use on their own bombers. However, America
was not yet at war and Franklin Delano Roosevelt, fearing that British bombers would be shot down over enemy
territory, denied their request for the Norden Bomb-Sight.
The magnetron advanced the American radar development by two years.

Soon after the Tizard mission America opened the Radiation Laboratory (commonly called the Rad Lab) at
Massachusetts Institute of Technology (MIT). Under the guidance of Vannevar Bush, Americas top physicists and
scientists were recruited for a crash program to expedite the development of radar systems.
The Rad Lab developed radar systems at an incredible pace. By the end of WW II more than 150 different models
of radar systems were designed for use in aircraft, submarine, battleship and costal defense. The American
industrial might built more than 1 million radar sets for military use by both the American and British forces.

Dismissing valuable radar data played a disastrous role at Pearl Harbor. The US Army had deployed 5 mobile
radar sets, each with a range of 150 miles, on the island of Oahu, Hawaii. In the early morning hours of Dec 7,
1941 one of these sets detected multiple targets while conducting training operations. The operators on duty
detected incoming aircraft and relayed this information up the chain of command. The lieutenant on duty, having
heard a vague rumor of incoming American bombers due around this time, wrongly dismissed the report as
irrelevant.
This disaster alerted the American military to the importance of radar and significantly sped up its deployment.

2-3

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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

Airborne Weather Radar

3.

THEORY

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-1 (RF Pulse Train)

The radar transmits a pulse of 6 kilo (6,000) watts, yet receives a very tiny signal of -110dbm, or .01 Nano
(.000,000,000,000,01) watts. The receiver will be blanked during transmit and for a very short period of time
after transmit to prevent the sensitive receiver crystals from being damaged. For this reason the system will not
paint targets at close range, typically less than mile in weather mode.

STC (Sensitivity Time Constant) is a means of ensuring that targets both near and far are displayed at the rainfall
density level. STC provides consistent target returns throughout the systems range by adjusting the receiver
gain over time, thus insuring that a target at 10 nautical miles will be displayed at the same level as a target at
200 nautical miles.
MDS (Minimal Discernable Signal) refers to the smallest signal detected by the radar system. This is viewed on
the bench and measured in dbm. Typical MDS will be -110dbm.

3-1

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Airborne Weather Radar

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-2 (Target Detection)

3-2

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

3-3

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Search (Small/Near Targets)

Design requirements that engineers must consider in system development are:

Size of target.

Distance (near/far) of target.

Relative speed of target.

These requirements will determine the system basics such as frequency, pulse width (PW) and the pulse
repetition frequency (PRF).
Frequency is fixed by the choice of the magnetron, this is not variable. Pulse width and PRF are dynamically
variable and will change depending upon range and mode.

A typical weather cell is approximately 3 miles in diameter. This is the size of the target that todays weather
radar systems are designed to detect.

Most systems in use today have a ground map or search mode. In map mode variable gain will be enabled
(operation of variable gain is discussed in detail in the Pilots Perspective section), PRF will be varied and the PW
will be varied. It is not uncommon for PRF and PW to be varied with range in weather also, but not to the extent
as in search or map modes.
Map/Search modes have different STC curves and are calibrated differently than weather modes and should
never be used for weather detection.
A wide pulse width on a large target will generate a larger return, however wide pulse widths poorly illuminate
the smaller targets. In search we are usually looking for a small target.

Figure 3-5 (Small Object Identification)

Figure 3-6 (Search Operations)

3-4

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Radar System Components

All radar systems, regardless of make, model, or intended function must have the following basic components:
1)

2)

3)

4)

A method of transmitting and receiving a pulse of RF radiation (the Receiver Transmitter - RT).

A method of directing and scanning this pulse of RF radiation from the RT in both the horizontal and
vertical axis (the Antenna Pedestal and Array - ANT). The radar antenna will focus and direct this pulse
train into a radar beam that scans in both azimuth and elevation.

A method of displaying the results to the pilot (the Display - DSP). Often the display and controller will
be combined in one unit, this unit is usually called the Indicator IND.

A method of controlling the operation of the radar system (the Controller - CON).

Each of these functions is placed in a LRU (Line Replaceable Unit). Often multiple functions will be combined in
one LRU. Typically weather radar systems are classified as two box, three box or four box systems.
A two box radar system combines the functions of the Receiver/Transmitter and the Antenna Pedestal into one
LRU, called an ANT/RT Some system manufacturers refer to this as an ART, while others call it a Sensor. This
LRU is mounted on the nose of the aircraft where the antenna pedestal normally goes. The second LRU is the
Indicator, combining the functions of the Controller with the Display.

Figure 3-8 (RDR-160 Monochrome/Color)

Figure 3-7 (RDR-2100)

3-5

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-9 (Primus 400)

A four box radar system consists of a Receiver Transmitter, an Antenna Pedestal, a Controller and a Display. Most
aircraft with EFIS have a radar controller and use the aircrafts EFIS MFD to display the radars target
information, thus eliminating the need for an Indicator.

Figure 3-10 (Primus 700 Controller)

3-6

Airborne Weather Radar

LRU Functions

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-11 (Radar System Block Diagram)

3-7

Airborne Weather Radar

Receiver Transmitter

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-12 (RT-4001 Receiver Transmitter)

3-8

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Figure 3-13 (Receiver Transmitter Block Diagram)

3-9

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-14 (Magnetrons)

Figure 3-15 (RF Spectrum)

The Modulator PFN (Pulse Forming Network) create the high voltage (5,000 volt) high current (5 amp) pulse to
fire the magnetron. The Timing and Control sends a trigger pulse to the Modulator.

The Circulator is a RF device with four ports, magnetron, antenna, receiver and AFC. High power RF from the
magnetron will travel from the magnetron port out and out the antenna port.
The T/R (transmit/receive) Limiter is a RF switch. This switch opens during transmit, preventing high power RF
from damaging the receiver.

The Mixer/Duplexer-Local Oscillator combines the received signal (9.375GHz) with a 9.405GHz signal from the
local oscillator (LO) thus creating in IF (intermediate frequency) of 30MHz.
It is a known principle that when two RF signals (of different frequencies) are combined in a non-linear
device (diode) the result is four frequencies, the two originals, the sum and the difference. This is how the
very high 9.375GHz RF signal is down-converted to a workable 30MHz frequency.

The Mixer/Duplexer is a terminated waveguide component. Two crystal diodes in the Mixer/Duplexer
detect the RF signal, changing it from electromagnetic radiation in the waveguide to electron flow.

The IF amp and Video Detectors (video in the radar world refers to a low frequency signal that contains target
interrogation data) process the signals and send the data to the indicator.

Automatic Frequency Control (AFC) keeps the Local Oscillator locked to exactly 30MHz difference from the
magnetron. Magnetrons drift in frequency, the receiver is tuned for exactly 30MHz.

3-10

Airborne Weather Radar

Indicator

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-16 (DI-2007 Radar Indicator)

3-11

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Figure 3-17 (Indicator Block Diagram)

The indicator will display the data on a CRT. The CRT is an electron tube which requires 12,500 volts to pull the
electrons off of the grid. This voltage is provided by the High Voltage Power Supply (HVPS). Often the HVPS will
get a high voltage drive pulse from the Sweep/Display.
Command and Control is commanded by the Operator Controls. This circuitry sends azimuth scan and elevation
tilt controls to the antenna control and then to the antenna pedestal.
Command and Control sends the RT its mode and range commands through the RT Interface.

Command and Control directs the Digitizer/Memory and Sweep/Display circuits to display the desired data
to the pilot.

The RT Interface will interface the RT with the Indicator. It will send mode and range commands received from
Command and Control to the RT. Target data from the RT is received and sent to the Digitizer/Memory.

3-12

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 3-18 (Rho-Theta Scan vs. Raster Scan)

The Sweep/Display generates the horizontal, vertical, and color intensity drive signals for the CRT. It is
commanded by the Command and Control and gets its data from the Digitizer/Memory.
The Operator Control allows user interface and system control, i.e. mode, range, and tilt.

3-13

Airborne Weather Radar

Antenna

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

The Antenna will direct the RF beam in the desired scan and tilt as commanded by the Indicator or Controller.

Figure 3-19 (AP-4001 Antenna Pedestal)

3-14

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Figure 3-20 (Antenna Block Diagram)

The Antenna contains Rotary Joints, which are essentially a rotary waveguides, allowing motion in both azimuth
and elevation. Motors and gears move the assembly in both azimuth and elevation to scan and tilt the array.
Resolvers provide feedback to maintain precise control.
A stabilization control circuit monitors the pitch and roll from the aircrafts vertical gyro. A comparison of pitch
and roll with the 400Hz reference from the inverter gives direction of pitch or roll. The amplitude of the pitch
and roll signals gives the amount of pitch and roll. This is sine wave of 50 millivolt per degree for fixed wing
aircraft or 200 millivolt per degree for helicopters.

The concept of stabilization will be discussed in detail in Pilots Perspective.

A stabilization alignment will be discussed in Flight-Line Troubleshooting and Repair.

3-15

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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).

Figure 3-21 (Waveguide Components)

Figure 3-22 (Waveguides)

Figure 3-23(Flange Termination)

Figure 3-24 (Choke Termination)

3-16

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676
This page intentionally left blank.

3-18

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Airborne Weather Radar

4.

PILOTS PERSPECTIVE

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Figure 4-1 (Reflectivity)

4-2

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 4-2 (Stabilization On/Off)

A reference (typically this is 26Vac or 115Vac at 400Hz) is established by the aircrafts vertical gyro. Stabilization
accuracy is dependant on the aircrafts vertical gyro and 400Hz Inverter. Most vertical gyros and radar systems
require 400Hz AC.

2 of stabilization errors is considered acceptable. To diagnose tilt calibration, establish level flight at 10,000ft
with radar stabilization on. Tilt the radar antenna down until ground returns begin to show on one side or the
other and take note of the tilt setting. Continue to tilt down until ground returns show on both sides. If the
difference is less than 2 this is considered acceptable. If the difference is greater than 2 there might be a
stabilization problem.
Stabilization errors are more pronounced in roll than in pitch. Roll trim is used to balance roll stabilization
errors. This is adjusted in flight by the pilot (procedures vary by system). Best means is to establish level flight at
10,000 feet, radar range at 100 NM. Tilt down until you just barely paint ground returns. Make a series of right
and left turns, each with constant 20 bank. Stabilization will keep the radar painting level with only minor
ground returns on each side. Adjust the roll trim to balance out these minor ground returns on each side.

Radar stabilization is limited by the tilt range of the radar antenna, this will vary from system to system.
Stabilization limits may be exceeded during aircraft maneuvers, these limits are typically +/-25.

Response time and accuracy is also limited by the type of gyro installed in the aircraft. A newer AHRS system will
have better performance than an older iron core mechanical gyro. When the aircraft goes into a bank it is not
uncommon for the radar to paint some ground returns on the first sweep with an older iron core mechanical
gyro. Newer AHRS systems will have considerable less ground returns from the first sweep upon entering a bank.

4-3

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

Figure 4-3 (Dead Zone)

4-4

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

MODES: Wx/Wxa and Contour

A color display will display level 3 as Red in Wx (Weather) mode. Wxa (Weather Alert) will flash the level 3 Red.
This is a hold over from the older monochrome systems which had three different levels of Green. It was often
difficult to differentiate the three different levels so they would flash the level 3. Contour on a monochrome
system will show the level 3 in Black contoured by level 2 and level 1 Greens.

Figure 4-4 (Contour, Wx/WXa)

4-5

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

GAIN: Ground Map and Reflectivity from Land/Water

Weather radar can be used for ground mapping. The main difference is in the use of the gain control.

The angle of incidence will determine the amount of reflected radar radiation. This is relative angle between the
radar beam and the target surface. The greater the angle of incidence, the larger the reflected return.

This is one of the fundamental principles of stealth technology, that radar waves will skip off of the flat surface of
an object and away from the source radar. Look at the F-117s (the first stealth fighter) flat surfaces, very little
curves and almost nowhere will the aircraft give for a good radar return.
Smooth water will skip most of the radar waves forward, with very little coming back the aircraft. Rough and
choppy water will reflect the radar waves in all directions with some of these returning to the aircraft. Rougher
water will give a stronger reflection.
Ground from flatlands or coastal regions gives a good strong return. Mountains can saturate the radar with a
solid level 3, this is where gain control is useful.

Gain control is critical to consistent radar operation. When gain is set to Auto (Automatic Gain Control - AGC) the
system will consistently display weather as the correct level. When taken out of Auto and placed in Manual Gain
all that can be determined from the display is a relative difference between two levels. Level 1, 2 or 3 displayed
in manual gain will not correlate to level 1, 2 or 3 weather returns, just a relative difference between the levels.
Because mountainous terrain can saturate the radar it is often useful to use Map mode and variable gain to
differentiate the different return levels of the terrain. Pilots should never use variable gain to depict weather.

Figure 4-5 (Angle of Incidence)

The curvature of the earth limits ground mapping from high altitude. Weather Radar will not normally paint
ground returns from high altitude beyond 90 nautical miles because the earths horizon at this distance and
altitude will be almost parallel to the radar beam. Storms, hills, mountains, large buildings and cities will be
painted.

4-6

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Figure 4-6 (Vertical Profile Display)

4-8

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Airborne Weather Radar

5.

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

FLIGHT-LINE TROUBLESHOOTING AND REPAIR

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Major Players in Airborne Weather Radar

An understanding of the major players and the history of the companies involved is important to the servicing of
any radar system. There have been mergers, consolidations and many systems have changing brand names over
the past 40 years. Many of the radar systems that you will see are 25 years old and have been out of production
for 15 or more years, yet they are still reliable and in service.

Figure 5-1 (Manufacturers Time Line)

5-1

Airborne Weather Radar

Collins

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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.

5-2

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
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)

5-3

Figure 5-4 (Noisy Display)

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
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.

Figure 5-5 (Radar in Citation)

5-4

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
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

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
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

Airborne Weather Radar

A typical radar stabilization alignment is as follows:

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

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) A protractor must be used for all angle measurements.

5) Verify that the antenna pedestal (or ANT/RT) in mounted perfectly level with the aircraft. The seat
rails are generally a good level reference. Measure seat rails with a protractor and use this
measurement to offset all stab calculations. Take into account the aircraft may not be sitting level.

6) Remove the vertical gyro and place it on a tilt table, use an extender harness.

7) Place in correct mode per manufacturers maintenance manual. Some systems need to be in test,
others standby.

8) Each system will have different adjustment locations for pitch/roll stabilization compensation.
These can be analog in the antenna, receiver transmitter or indicator. Some systems utilize a digital
adjustment from the indicator. Refer to the systems maintenance manual.
9) It is often confusing as to where to tilt (up or down in relation to scan azimuth) when the aircraft is
on the ground, especially in roll. Imagine the aircraft is in a left bank and then think where the array
needs to point to maintain level with the horizon when the array is fully deflected to either side.

10) Pitch the gyro up 20 and 0 roll, watch the movement of the radar array. At dead ahead the array
should tilt 20 down to compensate for the aircrafts 20 pitch up. Adjust pitch compensation for 20
tilt up. Now repeat the procedure for aircraft nose down and array tilting up. This will often need to
be repeated several times.

11) Roll the gyro left 20 and 0 pitch, watch the movement of the radar array. On a 120 sector scan
system, at full left deflection the array will pitch 17.5 up when the aircraft is in a left bank. Adjust
roll compensation for 17.5 tilt up. Now repeat the procedure for aircraft right roll and array tilting
down. This will often need to be repeated several times.
12) Pitch and roll can interact. After performing adjustments go back and verify accuracy of pitch and
roll.
13) Power system down, several systems have a time out period.

This completes a typical radar stabilization alignment. Note any abnormalities. Consult manufactures
maintenance manual for troubleshooting. Block diagrams in these manuals are helpful for knowing LRU
functions.

5-7

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Benefits of Bench Checking All Components Together

When a radar failure occurs, even if only one component is suspect, it is recommended that all system
components be bench tested together. The benefits are as follows:
1)

Condition and performance of one LRU can be masked by a failure in a different LRU.

3)

The system may present a failure in one LRU, but the other LRUs may suffer from degraded
performance. System bench checks and alignment as one will keep the radar system operating at
peak performance.

2)

4)
5)

In many system the RT, IND and ANT share a low voltage power supply from one LRU source, such
as the RT. System bench tests eliminate possibility of diagnosing the incorrect LRU as failed.
Anything under the radome takes an environmental beating. A hard RT or IND failure in a system
may be defined, but if the system is tested together any corrosion can be detected before it causes a
serious and expensive failure.

An all-together bench test gets the entire system on the same maintenance schedule. An annual
system test is good practice.

Figure 5-6 (Shop Radar Bench Test)

5-8

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Notes

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

Airborne Weather Radar

Avionics & Instruments

txgyro.com
FAA CRS T69R487X
EASA 145.5676

Notes

13551 Wing Way Ave

Fort Worth, TX 76028
817-282-7500 (office)
817-282-7516 (fax)

TexasGYRO/ About Us

Representing all avionics manufacturers as an authorized dealer and service center, TexasGYROs Sales
Department is staffed by experienced, knowledgeable professionals with real-world experience in the avionics
industry. Solutions to your stock, exchange, or purchase requirements with new or overhauled components are
quickly solved with one call. Our objective is to build partnerships with our customer operators, teaming
together to keep your aircraft dispatch ready.

Referred worldwide for its radar expertise, TexasGYROs FAA and EASA certified radar shop is renown for its
support of legacy and modern digital radar systems, and for its cost-effective maintenance solutions for current
production radar systems. A low-cost system evaluation fee encourages a systemic approach to radar system
fitness. With a broad exchange pool and quick-turn AOG service available, TexasGYRO can support any radar
system, any place, any time.
Rated for Class III & Limited Instrument repair & overhaul by the FAA and EASA, TexasGYROs technicians
combine old-world craftsmanship and attention to detail with the latest test fixtures and technology to turn out a
product second to none in reputation within the industry. Panel mount and remote experts, our no-questions
one-year warranty on overhauls matches OEM standard warranty long after the manufacturer ceases support of
the product.

Well experienced in Flightline avionics maintenance & repair on a comprehensive list of airframes, TexasGYRO
combines technical skill, troubleshooting expertise and state-of-the-art ramp test equipment to quickly diagnose
and repair complex avionics systems failures on any airframe. From EFBs to dual WAAS FMS systems, our
flightline installation team presents efficient working solutions for the customers avionics upgrade
requirements.
Rockwell Collins
Honeywell

Bendix/King
Garmin

L3 Communications
Sandel

Cobham
-S-TEC

-Northern Airborne Technologies

-Chelton Wulfsberg
-Chelton

Avidyne

Kelley Manufacturing (R.C. Allen)

J.P. Instruments

Mid-Continent Instruments

TexasGYRO.com