collins雷达培训材料-课堂课件multiscan airbus boeing maintenance training

WXR-2100/WXR-700Maintenance

Overview767

andClassic

737WXR-700(FLW

or

non-FLW)737ngMultiscanWXR-2100通过控制板鉴别飞机安装的Boeing系统通过控制板鉴别飞机安装的Boeing系统通过控制板鉴别飞机安装的Airbus系统MultiScanTM

Overview

Basic

Radar

Characteristics多扫描 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结论:观察雷雨一定要观察雷雨的下部(根部),扫描雷雨的中上部位会造成回波弱的现象;但为了避免扫到过多的地面杂波影响对雷雨的观察,需要上调到一个折衷的俯仰角:既要观察雷雨的下部,又要避免产生过多的地面杂波,多波束 提供了解决方案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自动扫描的两个波束（ 器）数字化先进的地面杂波抑制两个波束的俯仰角由系统根据飞机的高度自动设置,从而最佳的扫描雷雨的中下部(强反射率部位),起飞时,两个波束向上看(上波束7度,下波束之高3度),随着飞机高度的增加,两个波束逐渐下俯,而不需要考虑地面杂波的影响.显示器上显示的为两个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特点:雷雨位置的更新不仅依靠波束的扫描,系统更会自动补偿由于飞机的相对运动(前进和转弯)而造成的雷雨的相对位置变化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依靠探测雷雨中含水（降雨）量的多少来工作的，回波与雨量成正比；

无法

探测雪，雾，含水率低的云，干性湍流,闪电,区分冰雹与降雨的差别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

¼

increment

or

¼

incrementbetween

+/-5

degree

and

½

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:

有了一定的衰减,仍继续工作,气象图象继续显示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（需在与机组交流，不要轻易拆件）回波过强，

过于敏感，越近越强/红解决：一定使用CAL增益（空客原飞行手册采用+8增益，现已取消）自动位感觉天线俯仰偏低，地面杂波无法去除（40或80海里以外）解决：临时措施为关掉 ，几秒种后在打开，重新起始 （见Collins

SIL,天线下垂误差造成）SB29为最终解决方案3)

自动位地面杂波过多解决：除以上2）的原因，需认识到辨别地面杂波，进行滤除需要5个扫描进行起始，以自动位无法看到低空雷雨解决： 会滤掉低于飞行高度6000FT

（不影响飞行路径）的雷雨人工位地面杂波过多，或无法看清雷雨。解决：俯仰调节使用问题1)回波过强，过于敏感，越近越强/红(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：

通过颜色级别来显示雷雨的强弱，但颜色的等级与闪电的活动和气流的强烈并无正比关系，很多情况，绿色（新形成的雷雨）可能会伴随着频繁的闪电活动和气流（颠簸）的

运动。CAL增益下雷雨强度与颜色级别的对比关系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.临时措施为关掉 ，几秒种后在打开，重新起始

.地面杂波应在起始过程后滤掉(30秒左右),参见COLLINS

WMA-701X/702X

SIL

07-1天线驱动器改装SB29为最终解决方案使用人工模式2)自动位感觉天线俯仰偏低，地面杂波无法去除（40或80海里以外）自动模式的自动调节补偿,抑制地面杂波Auto

Alignment

Process现象:自动模式爬升或巡航阶段观察到地面杂波(一般在80海里左右或以外),原因:在更换

R/T或 驱动器之后,

需在第一次飞行的巡航高度,自动调整以补偿系统安装误差及飞机在空中结构弯曲变化造成对零参考面的影响,以实现高精度的波束俯仰角度,用以计算地面杂波的滤除.调整过程中杂波的出现并不影响中近程雷雨的探测,同时也可按需使用人工方式调整过程的实现需要在飞机进入平飞状态,巡航高度,陆地飞行的情况下进行,一般需要几分钟的时间.调整结束后地面杂波完全滤除,此种情况下

的工作完全正常.Auto

Mode

Ground

Clutter

Suppression

RequiresPrecise

Knowledge

of

Radar

Antenna

Position杂波抑制需知道天线波束的精确俯仰角度Antenna

Drive,

IRS

Installation

Variations天线驱动器和惯导系统的安装差异Aircraft

Flex

in

Flight

(transition

from

groundstatic

calibration)飞机结构在空中的柔性变化对零参考线的影响Auto

Alignment

Process

in

cruise

will

compensatefor

these

variations在巡航平飞开始后会进行自我调整(几分钟),补偿上述误差,杂波的出现并不影响中近程雷雨的探测,同时也可使用人工