collins雷達(dá)培訓(xùn)材料-課堂課件multiscan airbus boeing maintenance training

WXR-2100/WXR-700Maintenance

Overview767

andClassic

737WXR-700(FLW

or

non-FLW)737ngMultiscanWXR-2100通過(guò)控制板鑒別飛機(jī)安裝的Boeing系統(tǒng)通過(guò)控制板鑒別飛機(jī)安裝的Boeing系統(tǒng)通過(guò)控制板鑒別飛機(jī)安裝的Airbus系統(tǒng)MultiScanTM

Overview

Basic

Radar

Characteristics多掃描 工作原理和 的基本特性MultiScanTM(Optimum

Tilt

Angle)As

the

radar

beam

moves

higher

in

the

thunderstorm

reflectivity

decreases結(jié)論:觀察雷雨一定要觀察雷雨的下部(根部),掃描雷雨的中上部位會(huì)造成回波弱的現(xiàn)象;但為了避免掃到過(guò)多的地面雜波影響對(duì)雷雨的觀察,需要上調(diào)到一個(gè)折衷的俯仰角:既要觀察雷雨的下部,又要避免產(chǎn)生過(guò)多的地面雜波,多波束 提供了解決方案MultiScanTM(Process)1.

Radar

Scans

Full

Environment(

LongandShort

Ranges)ContinuallyUpdates

ScanMemories.

Short

and

longrange

information

taken

fromdifferent

beamsStore

Radar

ScanData

-

CompensateFor

Aircraft

Motion2.

Scan

Memories 3.Digital

ProcessingMerges

Scan

DataPer

PilotCommand

-Elimi-nates

GroundClutter4.IndependentlyControlledClutter-FreeDisplays自動(dòng)掃描的兩個(gè)波束（ 器）數(shù)字化先進(jìn)的地面雜波抑制兩個(gè)波束的俯仰角由系統(tǒng)根據(jù)飛機(jī)的高度自動(dòng)設(shè)置,從而最佳的掃描雷雨的中下部(強(qiáng)反射率部位),起飛時(shí),兩個(gè)波束向上看(上波束7度,下波束之高3度),隨著飛機(jī)高度的增加,兩個(gè)波束逐漸下俯,而不需要考慮地面雜波的影響.顯示器上顯示的為兩個(gè)波束俯仰角的平均值.MultiScanTM(Translation

and

Rotation)Rotation:Accountsforaircraft

turnsAllows

all

displays

to

besimultaneously

updatedevery

four

secondsTranslation:Accounts

foraircraft's

forwardmotion特點(diǎn):雷雨位置的更新不僅依靠波束的掃描,系統(tǒng)更會(huì)自動(dòng)補(bǔ)償由于飛機(jī)的相對(duì)運(yùn)動(dòng)(前進(jìn)和轉(zhuǎn)彎)而造成的雷雨的相對(duì)位置變化MultiScan

Operational

Capabilities40NM40

NM100

NMGround

Clutter

Free300

NM300

NMAccurate

Weather

that

affects

the

aircraft

flight

path

from

thenose

of

the

aircraft

to

320

NM1st

Generation

Hazard ysis

based

onregion

and

timeof

yearAttenuation

Alert40

NM

TurbulenceOverFlight

Protection200

NM200

NMGround

Clutter

Free

DisplayAttenuation

AlertCertified

Turbulence

to

40NMOverFlightTM

ProtectionPredictive

Windshear100

NMMultiScanTM(GCS

Switch)Automatic

Operation.

Ground

Clutter

Suppression

turn

off.

This

is

the

picture

the

radar

is

actually

seeing.Automatic

Operation.

GroundClutter

Suppression

turn

on.Optimal

weather

return

on

all

rangescales.ReflectivityWet

HailDry

SnowRainDry

Hail提示：AirborneRadar

isDesigned

todetect

rain依靠探測(cè)雷雨中含水（降雨）量的多少來(lái)工作的，回波與雨量成正比；

無(wú)法

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

RADAR

Can’t

DoRadar

can’t

see

fog,

cloudwith

less

moisture,

snow,ice

crystalsRadar

can’t

see

lightning,clear

turbulenceRadar

can’t lthedifference

between

wethails

and

heavy

rainfallThunderstorm

Reflectivity3o

i1o

i0o2o

h3o

hMultiScanTM

AutomaticOperation2o

iBestWxDetection1o

hBest

ClutterRejectionHow

RadarWorksThe

3.5o

beamscans

+/-90oaircraft

heading

and

takes

a“Slice”

out

of

theradar.Tilt

Angles

refers

toangles

between

centerline

of

beam

andhorizontal

planeManual

Tilt

Control

+/-15

degree

with

?

increment

or

?

incrementbetween

+/-5

degree

and

?

beyond

+/-0.5degreeThis

ti isplay

is

driven

by

the

Arinc

453

dataword

from

the

WRT.The

WRT

gets

this

information

from

controlsource/WCP

providing

the

Tilt

commandThe

WR

d

a

tilt

command

to

theAntenna,The

antenna

tilts,

the

WRT

see's

the

feedbackand

everything

is

OK.

if

not

then

the

WRT

setsthe

ANT

fault

message.If

OK

then

set

display

data

on

the

Arinc453Data

bus,

and

displaysTilt

value

on

ND.The

system

spec

for

this

is

less

then

2

degreesdifference

between

the

Control

Panel

and

thedisplayed

value.Antenna

Characteristics(Stabilization)RadarScansparallel

to

theHorizonStabilizationOnRadar

Scansparallel

to

theaircraft’s

wingsStabilization

OffNon

multiscan

radar

control

panelSTAB

need

to

be

ON

all

the

time,USTB

shows

if

selected

OFFSystem

InterconnectThe

Radar

SystemKey

ElementsAntennaRadomeControl

Panel5.5.

Display.

Receiver/Transmitter

(R/T)1.6.

PeripheralsIRS/ADC/LRA/DiscretesBoeingPower

supplyRTenable28vBoeingPower

onWhen

you

push

the

WXR

switch,

the

on-side

display

electronics

unit

(DEU) s

a

ground

through

the

WXR

control

panel.Theground

then

goes

through

switch

S1

of

the

R/T.

This

ground

lets

the

unregulated

28v

dc

power

from

the

power

supply

energize

therelay

to

close

switches

S2

and

S3.

The

keep-alive

power

supply

sends

regulated

28v

dc

power

through

switch

S2

to

energize

theWXR

CP

power

supply.

The

115v

ac

goes

through

switch

S3

to

energize

these

things:*

R/T

low

voltage

power

supply *

WXR

antenna

drive *

WXR

cooling

fan.BoeingFan

TestFor

Multiscan

and

FLW

radar,

Fan

will

be

working

once

airplane

poweris

on

due

tothe

cooling

need

for

the

already

powered

FLW

auto

turn

on

monitoring

circuitBoeingBoeingControl

displayADIRU

1usednormallyATT

sourceselectWhen

you

push

theWXR

switch

on

the

EFIS

control

panel,

the

normal

relay

position

lets

the

weather

radar

data

show

on

the

NDs.Whenyou

push

the

TERR

switch

on

either

EFIS

control

panel

(CP),

the

on

side

DEU

sends

a

discrete

to

the

GPWC.WhentheGPWC

receivesthe

DEU

discrete,

i ds

a

terrain

select

ground

discrete

signal

to

energize

the

relay.

This

lets

the

terrain

d onnect

to

the

DEUs

fordisplay

on

the

NDs.

When

you

push

the

TERR

switch

again,the

relay

de-energizes.

The

relay

now

connects

the

WXR

to

the

DEUs.BoeingWxr/GPWC

RelayBoeingPWS

Interface5353ADIRU

1

usednormallyATT

sourceselectBoeing

Control

and

Display1600-bit

Arinc

453

words(tilt,

range,gain,mode)

sent

to

DEUWXR

RANGE

DISAGREE;

shows

when

there

is

a

difference

between

the

EFISCP

range

and

the

WXR

R/T

range

(DEU

compares)Alert

Priority

Interfaces

to

GPWS

and

TCASThe

WXR

R/ ds

windshear

alert

data

on

an

ARINC

708A

hazard

bus

to

theground

proximity

warning

system

(GPWS).

The

GPWS

uses

this

data

toprioritize

alert

callouts.

If

a

higher

GPWS

alert

exists,

the

GPWC

switches

theterrain

weather

relays

and

terrain

data

is

shown

on

the

NDs.WXR

sends

an

inhibit

discrete

to

the

traffic

alert

and

collision

avoidancesystem

(TCAS)

computer

when

there

is

a

PWS

alert.

This

discrete

does

thesefunctions:Changes

resolution

advisories

(RAs)

to

traffic

advisories

(TAs)Inhibits

all

TCAS

audio

alerts.Fuseinsidefor

CPAirbus

PowerSupplyAirbusControlandDisplayAirbusInterfaceAirbus

Display1600-bit

Arinc

453

words(tilt,

range,gain,mode)

sent

to

DMCWXR

Range

fail

message

will

appear

due

to

comparison

errorbetween

the

range

from

the

EFIS

section

and

the

copy

data

receivedon

the

DMC

via

the

radar

data

busIf

the

Enhanced

GPWS

is

operative,

the

WR

image

is

replaced

bythe

terrainimage,

on

the

Captain

and Officer

NDs,during

a

terrain

alert

or

a

crew

action.Airbus

Radar

EGPWS

InterfaceThe

Enhanced

GPWS

receives

WR/PWS

alerts

from

WXR

Hazard

bus

and

determine

the

alert

priorities.

Predictive

Windshear

alerts

overrideaterrain

display

and

revert

to

the

WR

display

with

the

correspondingwindshear

data.The

alert

priorities

between

the

WR/PWS

and

the

Enhanced

GPWShave

been

defined

as

follows:1-

WR/PWS

Warning,2-

WR/PWS

Caution,3-

Terrain

Warning,4-

Terrain

Caution,5-

WR/PWS

advisory

(no

audio),6-Terrain

background

(no

audio).Predictive

windshear

audio

inhibit

discrete

output

is

used

to

inhibitother

system

aural

alerts:

TCAS

or

GPWS.Forward

LookingWindshearBoeingPWS

Auto

Turn

On5353AirbusPWS

Auto

Turn

OnPWS

Auto

Turn

On

/

Airbus

QualifiersTwo

types

of

qualifier

inputs

are

used

to

control

automaticactivation

of

the

windshear

function

(B

and

C

or

B

and

D).Qualifiers

B1/2:

two

engine

oil

pressure

sensors

are

used

indicatingwhenthere

is

normal

operating

pressure.Qualifier

C1/C2:

ground

speed

(label

312

provided

by

IR

bus

fromIR1)

(valid

when

GS

>

30Kts).Qualifier

D1/D2:

body

longitudinal

acceleration

(label

331provided

by

IR

bus

from

IR1)

(valid

when

Nx

>

0.07gfor

at

least0.5

seconds)To

automatically

activate

the

windshear

function,

one

of

thequalifiers

B

and

one

of

the

qualifiers

C

or

D

have

to

be

valid.PWS

Auto

Turn

OnPWS

mode

is

automatically

activated

below

2300ft

radioaltimeter(120

degree

sweep)Windshear

warning(audio

and )

will

be

provided

to

cockpitunder

1200ft.These

conditions

enable

automatic

windshear

detection

operationeven

if,

on

the

weather

radar

control

unit,

the

1/OFF/2

switch

is

atOFF;

the

WINDSHEAR/AUTO/OFF

swit ust

be

set

to

AUTO.Windshear(Detection

Zones

–

Boeing

aircraft)Approach

andGo

AroundTake

Off3

nm0.25

nm0.25nm30300.25nm0.25nmWarningCautionWeather

Detection

Region5

nm3

nm30305

nmApproach

andGo

AroundTakeOff3

nm0.25nm0.25nm3030Windshear(Detection

Zones

–

Airbus

aircraft)0.25nm0.25nmWarningCautionAdvisoryWeather

Detection

Region5

nm3

nm30305

nm2,300’1,200’

-

50’Windshear(Vertical

Alert

Zone)2,300’0Kts

-1,200’TakeoffLanding100

Kts

-

50

FT50

-

0

FTPWS

Fail

only

occurbelow

2300’Removal

and

InstallationBoeing

MountCheck

Fan

and

Airfow

From

Mount

Bottom

At

R/TRemovalBoeing

MountBoeing

MountPeriodically

clean

and

check

fan

ismendedFor

Multiscan

and

FLW

radar,

Fan

will

be

working

once

airplane

poweris

on

due

tothe

cooling

need

for

the

already

powered

FLW

auto

turn

on

monitoring

circuitCheck

Airflow

From

Mount

Bottom

At

R/T

RemovalAirbus

MountPedestal

RemovalHold

Lower

Part

of

Pedestal

atRemoval

and

InstallTwist

scan

and

elevationmonitor

may

cause

pedestalmisalignmentFlat

PlateneverelectricallyFail

unless

it

isphysicaldamageDark

Oxidations

on

flat

plate

surfacedoes

not

affect

antenna

performanceWave

Guide

WindowRadome

CharacteristicsThe

Radome

is

your

radar’swindow

to

the

outside

world.If

the

“window”

is

dirty

ordamaged,

radar

energy

willnot

shine

through

clearly.Radome

ClassesDO-213

references

the

percentage

ofRF

energy

that

can

pass

through

theradome

as

Transmission

Efficiency(Transmissivity):AverageMinimum

at

any

PointClass

A90%85%Class

B87%82%Class

C84%78%Class

D80%75%Class

E70%55%System

Failure

MessagesAnd

Self

TestBoeing

Failure

MessagesWXR

ATT:

Attitude

input

failsWXR

STAB:

Stabilization

is

off.No

AUTOTILTWXR

fail(loss

of

Image)R/TWXR

control

panelWXR

antennaPWS

failure:Lossof

anyRA

*

Loss

of

ADRdataLossof

IRdata

*

antenna

faultsInternal

WXR

system

faultsLoss

of

CAS

and

TAS.Airbus

Failures

MessagesFailures(loss

of

the

radar

image)are

displayed

in

redWXR

R/T

:

failureR/TWXR

ANT:

failure

of

antennaWXR

CTL:

failure

of

CTLWXR

RNG:

comparison

errorbetween

therange

from

the

EFIS

section

and

thecopydata

received

on

the

DMC

via

theradardata

busFailures

(image

not

loss/amber)PRED

W/S

:

windshear

function

failureNO

AUTOTILT

:

failure

of

Auto

ModeWXR

TEST

:

TEST

modeWXR

ATT:

ADIRU

attitude

failureWXR

STAB

:

loss

of

the

radar

antenna

stabilization(deselect

STAB

from

CP)PWS

Fail

On

AirbusExternal

Triggers

of

PWS

FailExternal

FaultTime

To

SetTime

To

ResetNote:Radio

Altimeter4s2

valid

words/sin

4sAirspeed12s0Heading12s1

valid

word/SIn

12sAttitude

Input,Pitch/Roll(Left

ADIRUusednormally)12s4sAlso

trigger

ATTmessageAir/Gnd

vs.

Rad

AltAir

RA

<

20

ft.

for

>

30

secON

Gnd

and

RA

≥

20ftfor

10sec0Pitch/Roll

vs.

Air/GndOn

Ground,

Pitch

>

7and/or

Roll

>5

deg.

thenset

in

20

sec.NO

AUTOTILTNO

AUTOTILT:

Loss

Data

From

ADIRU(for12s)Only

displayed

when

AUTO

modeselectedAirspeedHeadingBarometric

AltitudeSATDrift,

Track

AngleGround

SpeedTroubleshooting

Data

Generated

by

Radar

R/TAIRBUS

CFDS

Radar

Failures

MessagesAIRBUS

CFDS

Radar

Failures

MessagesNote:See

Airbus

SIL

to

FilterCFDS

Faults

ifNo

FlightDeckFailures

Reports

weremadeAIRBUS

TroubleshootingDataWXR-700/Non

FLW

FaultMessages/CRT

EFISClassic

737-300/757WEAK:

有了一定的衰減,仍繼續(xù)工作,氣象圖象繼續(xù)顯示TEST(Test

–continued)4.

If

a

systemfault

occurs,

aflashing

tilt

code

will

bedisplayed.FaultTilt

CodeAttitude-Left-1Attitude-Right+1Radio

Altimeter-Left-2Radio

Altimeter-Right+2DADC-Left-3DADC-Right+3EFIS-Left-4EFIS-Right+4WS

Qualifiers-5Pitch/Roll-6Air/Ground-7WS

Inhibit

Input-8Flashing

TiltCodeDenotesExternalSystemFaultsR/T,

ANT,CONdisplayed

iffailedNote:

The

flashing

tiltcode

feature

can

be

a

useful

tool

forisolatingintermittent

faults

duringflight.5.

If

a

dual

R/T

system

is

installed,

conduct

the

test

sequence

for

system

1as

described

above.

Then

deselect

TEST,

switch

tosystem2

and

re-select

TEST. The

test

sequence

will

proceed

as

described

above.Radar

System

TestAntenna

performs

comple to

R

scan

and

Up

to

Down

tilt

cycle

beforestop at

zero

tilt

angle.Listen

for

antenna

smooth

movement

to

ensure

no

noise

of

jam.Transmitter

performs

short

burst

of

transmissions(4

pulses,1

Wx,1

Turb,1

WS,

1

Multiscan)

less

than

1S,

then

mute

for

the

rest

of

the

testFollowed

by

receiver

test

and

checking

the

input

signal

of

controlpanel/displaysControl

buttons

on

CP

won’t

becheckedPeripheral

system

checkTest

Pattern

Display(TEST

appears

lower

left

of

display)System

Test

won’t

test

waveguide,

Radome.NOTE:B737NG

no

testpattern

issue.

Cycle

CB

will

bring

back

the

testpattern(Display

Issue)B737NG

Multiscan

Radar

automatically

bursting

into

test

mode

byposting

the

rainbow

on

display

once

airplane

power

is

onSafetyBoeing:

50

FT

(15

M)

FROM

THE

RADAR.Airbus,

more

than

5

meters

(16.4FT)

from

the

antenna.No is

in

the

area

made

by

an

arc

of

135

degree

on

eachside

of

A/Ccenterline.The

greatest

radiated

power

density(1.43mW/cm2,18

inches

fromantenna)

of

theCollins

WXR-2100

WeatherRadar

System

issignificantlylessthan

the

10

mW/cm2

allowable

for

limiting

the

exposure

of

rf

energyto

humans

as

noted

in

FAA

Advisory

Circular,

number

20-688,

datedAugust

1980.How

To

Troubleshoot

andCurrent

IssuesHow

To

Interpret

RadarComplaintsFailure

messages

observed

such

as

WXR

Fail,

PWS

Failure,etcRun

Self

Test

and

Follow

OEMAMM/FIM

for

TroubleshootingFor

PRED

W/S(PWS

Fail),

remember

many

peripheral

systemsmay

trigger

the

messages

such

as

LRA,

ADIRU,

etc.Run

Self

testto

determine

which

system

failure

trigger

themessage(tilt

codes)If

the

problem

is

intermittent,

check

PFR

and

Troubleshootingdata

to

understand

the

problem(Airbus)III.Boeing

737ng

Current

Radio

Altimeter

Issue

may

triggerintermittent

PWS

Fail.Troubleshooting

Data

Generated

by

Radar

R/TAIRBUS

PFR

and

Troubleshooting

DataHow

To

Interpret

RadarComplaintsNo

Failure

messagesobserved（需在與機(jī)組交流，不要輕易拆件）回波過(guò)強(qiáng)，

過(guò)于敏感，越近越強(qiáng)/紅解決：一定使用CAL增益（空客原飛行手冊(cè)采用+8增益，現(xiàn)已取消）自動(dòng)位感覺(jué)天線俯仰偏低，地面雜波無(wú)法去除（40或80海里以外）解決：臨時(shí)措施為關(guān)掉 ，幾秒種后在打開(kāi)，重新起始 （見(jiàn)Collins

SIL,天線下垂誤差造成）SB29為最終解決方案3)

自動(dòng)位地面雜波過(guò)多解決：除以上2）的原因，需認(rèn)識(shí)到辨別地面雜波，進(jìn)行濾除需要5個(gè)掃描進(jìn)行起始，以自動(dòng)位無(wú)法看到低空雷雨解決： 會(huì)濾掉低于飛行高度6000FT

（不影響飛行路徑）的雷雨人工位地面雜波過(guò)多，或無(wú)法看清雷雨。解決：俯仰調(diào)節(jié)使用問(wèn)題1)回波過(guò)強(qiáng)，過(guò)于敏感，越近越強(qiáng)/紅(GainControls)6CAL

GainPositionCOLOR

SCHEMEBlack:

Less

Than

.76

mm/hr(.03

in/hr)Green:

Weak

(20

dBz).76

-

3.81

mm/hr

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

Moderate

(30

dBz)3.81-12.7

mm/hr

(.15-.5

in/hr)Red:

Strong

to

Very

Strong12.7(40

dBz

and

Greater)mm/hr

(.5

in/hr)

and

GreaterMagenta:

Turbulence(Greaterthan

5

meters/second

wind

velocity)Calibrated

Gain(Manual

Operation)注：

通過(guò)顏色級(jí)別來(lái)顯示雷雨的強(qiáng)弱，但顏色的等級(jí)與閃電的活動(dòng)和氣流的強(qiáng)烈并無(wú)正比關(guān)系，很多情況，綠色（新形成的雷雨）可能會(huì)伴隨著頻繁的閃電活動(dòng)和氣流（顛簸）的

運(yùn)動(dòng)。CAL增益下雷雨強(qiáng)度與顏色級(jí)別的對(duì)比關(guān)系Gain

Control

Settings(Manual

Operation)AirbusBoeingEffects

of

Gain

SelectionCalibrated

Gain+8+16+4-2-4-6-8-12-14Single

installationsIf

excessive

ground

returns

occur

inAUTO

mode,

deselect

weather

radar

onboth

EFIS

control

panels

for

more

than

1second.

Reselect

weather

radar,Excessive

ground

returns

will

beremoved

within

approxima y

30seconds.Dual

installationsFollow

the

instructions

for

the

singleinstallations

above

or

switch

the

systemselect

to

clear

the

condition.臨時(shí)措施為關(guān)掉 ，幾秒種后在打開(kāi)，重新起始

.地面雜波應(yīng)在起始過(guò)程后濾掉(30秒左右),參見(jiàn)COLLINS

WMA-701X/702X

SIL

07-1天線驅(qū)動(dòng)器改裝SB29為最終解決方案使用人工模式2)自動(dòng)位感覺(jué)天線俯仰偏低，地面雜波無(wú)法去除（40或80海里以外）自動(dòng)模式的自動(dòng)調(diào)節(jié)補(bǔ)償,抑制地面雜波Auto

Alignment

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

R/T或 驅(qū)動(dòng)器之后,

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

的工作完全正常.Auto

Mode

Ground

Clutter

Suppression

RequiresPrecise

Knowledge

of

Radar

Antenna

Position雜波抑制需知道天線波束的精確俯仰角度Antenna

Drive,

IRS

Installation

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

Flex

in

Flight

(transition

from

groundstatic

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

Alignment

Process

in

cruise

will

compensatefor

these

variations在巡航平飛開(kāi)始后會(huì)進(jìn)行自我調(diào)整(幾分鐘),補(bǔ)償上述誤差,雜波的出現(xiàn)并不影響中近程雷雨的探測(cè),同時(shí)也可使用人工