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Optimum use
of weather radar
In recent years, there have been a number of flights
where passengers or crew suffered injuries due to severe
turbulence. In some other instances, the aircraft structure
was substantially damaged following a hailstorm encounter.
Clearly adverse weather can pose a threat to the safe
and comfortable completion of a flight, thus it needs to be
detected and avoided in a timely manner.
The weather radar system installed the crew to carefully optimize its Prevention
on-board aircraft provides the pilot with use. This relies primarily on a good
the necessary information to avoid - not meteorological knowledge of weather through anticipation
penetrate - adverse weather. phenomena, along with a good is essential.
To obtain the maximum benefit from understanding of the available radar
the weather radar system requires functions.
Weather
When it comes to understanding is the active monitoring of the overall radar is of help,
why aircraft fitted with technologically
advanced weather radars can end
meteorological situation by the crew,
in addition to the optimum use of the
but the crew overall
up flying in such unfavorable weather weather radar and correct understanding assessment
patterns, we have to consider that getting of the information displayed. We must of the weather
the best out of technology onboard is not forget that weather radar is of help,
just a part of the answer. A key element but the crew overall assessment of the
situation plays
of adverse weather avoidance strategies weather situation plays the central role. the central role.
OPERATIONS
Optimum use of weather radar
Three common threats to aircraft are turbulence (which Understanding how a cumulonimbus cloud is structured
is caused when two masses of air collide at different and evolves is key in dodging the associated weather
speeds), hail and windshear. All three of these are disturbances.
by-products of thunderstorms.
FL 350 -40°C
23 000 ft -15°C
WIND SHEAR
TURBULENCE
WIND SHEAR
TURBULENCE DUST
Super-cooled
liquid droplet
Ice crystals
Turbulence:
Turbulence associated with a cumulonimbus is not it is necessary to apply recommendations for weather
limited to inside the cloud. Therefore, when flying in avoidance as summarized in this article.
an area where cumulonimbus clouds have developed,
Hail:
The presence of hail within a Risk of encountering hail relative to cumulonimbus cloud position
cumulonimbus varies with altitude
and wind:
-
B etween FL 100 and FL 200,
approximately 60 percent of hail is
encountered in the cumulonimbus
and 40 percent is encountered
outside the cloud, under the anvil.
When hail is encountered outside driven upward within the cloud by is less risk of hail in humid air than
the cloud, usually the threat of strong drafts. It then freezes and is in dry air. In fact, moisture in the air
hail is greater downwind of the transformed into hail before being behaves as a heat conductor, and
cumulonimbus because moisture is blown downwind. Paradoxically, there helps to melt the hail.
Safety First #22 | July 2016 025
Good Reflectivity
Liquid Rain
water
Wet Snow
Dry Hail
Dry Snow
Low Reflectivity
Fog
Drizzle
Low Reflectivity
(fig.3)
Definition of the TILT
OPERATIONS
Optimum use of weather radar
Turbulence Area
Turbulent area, not detected
Reflectivity by the weather radar
Visible Top
Radar Top
0°C
(fig.4)
Reflective image of a cumulonimbus
The weather radar detects: The weather radar does not detect:
Another limitation of the weather radar and intensity of that weather may not be A black hole
is called ‘shadowing’ or ‘attenuation’. accurately displayed to the pilot. What
The weather radar display depends appears to be a thin or inexistent band behind a red area
on signal returns: the more intense the of precipitation (fig.5) could in fact be on a weather radar
precipitation, the less distance the radar the leading edge of a much larger area
can see through. Therefore when the of precipitation. Secondly, any weather
display should always
radar echo is unable to make the two behind such strong shadowing cells be considered
way trip through heavy precipitation, a will not be detected. This can result in as a zone that is
‘shadowing’ effect occurs. unexpected weather unfolding only after
The result is twofold. First, the size, shape the cell has been circumnavigated. potentially very
active and shadows
weather further down
the scanned path.
(fig.5)
Attenuation caused by moderate
to extreme precipitation
Honeywell introduced the first weather the EGPWS terrain database and
radar featuring an automatic tilt automatically adjusts the antenna tilt
computation named “Autotilt”. based on the aircraft position, altitude,
When in Autotilt mode, the radar uses and the selected ND range (fig.6).
(fig.6)
Honeywell Autotilt
The WXR-2100 Multiscan weather antenna tilt settings. The image that is
radar is part of this new generation displayed on the ND is the result of the
of weather radars that offers an stored and combined information from
automatic computation of tilt and gain each beam.
control at all ranges, all altitudes and The radar automatically adjusts the gain
all times (fig.7). and tilt based on various parameters
This weather radar is designed to work in (aircraft altitude, geographical area,
Multiscan automatic mode. Pilots select season, time of the day) to obtain
only the desired range for the display the best weather display in each
and the radar alternatively scans at two geographic region.
(fig.7)
Rockwell Collins Multiscan
Safety First #22 | July 2016 029
Upper Beam
Upper Beam
LowerLower
Beam Beam
A320 & A330 & A350 & A380 families: Honeywell RDR-4000
The Honeywell RDR-4000 model is part A380) to show the en route weather
of the new generation of weather radars picture, as well as automatically scan
including a 3D volumetric buffer. from the ground up to 60 000 feet to
provide information targeted at various
It can probe hundreds of miles ahead altitudes. The required display data
(up to 320 NM on A320 & A330 families are then accessed from the 3D buffer
and up to 640 NM on A350 and (fig.8 and 9).
(fig.8)
Honeywell RDR-4000 control panel
on A320 & A330 families
OPERATIONS
Optimum use of weather radar
(fig.9)
Honeywell RDR-4000 control panel
on A350 & A380
(fig.10)
Honeywell RDR-4000 display
Relevant ‘ON PATH’
weather displayed
in solid colors
Secondary ‘OFF
PATH’ weather
displayed in striped
pattern
The RDR-4000 can also be used in - the ND, for views along the vertical
manual mode (elevation mode) as a flight path (in AUTO mode) or along
tool for analyzing weather at user- the selected altitude (in ELEVN
NOTE selected altitudes and thus, assess mode) or along the selected tilt angle
the vertical expansion and structure (in TILT mode)
These enhanced weather radars of convective clouds.
are provided at Entry Into Service This system is available on the A380 - as well as on the Vertical Display
for new programmes (A380, A350) and also on the A350 with an additional (VD) for views along the lateral flight
and as a retrofit option for A320 and ‘weather ahead’ alerting function. On path (in AUTO mode) or along the
A330 families. these aircraft, the weather displayed is selected azimuth (in AZIM mode)
a computed image on: (fig.11).
Safety First #22 | July 2016 031
(fig.11)
Weather information displayed
on the Vertical Display
(fig.12)
Honeywell RDR-4000 V2 display
REACT
Lightning
risk area
Hail risk
area
60 NM
Turbulence
OPERATIONS
Optimum use of weather radar
(fig.13)
Rockwell Collins Multiscan V2 threat Predictive OverFlight
detection and analysis (convective
phenomenon)
Associated threats
(area with hail and
lightning probability)
NOTE
Honeywell RDR-4000 V2 and Rockwell Collins Multiscan WXR-2100 V2 weather
radars were certified in July 2015 for A320 and A330/A340 families and are
available as retrofit options.
Safety First #22 | July 2016 033
The weather radar is a tool for detecting, charts and online simulation) and during
analyzing and avoiding adverse weather flight (update on weather information)
and turbulence. As with any other - Adapted use of the weather radar,
tool, adequate skills and the crew’s with the crew regularly assessing
involvement are needed in order to use the range, gain and tilt, and making
it efficiently. In fact, the management use of weather threat assessment
of adverse weather still relies primarily functions when available in order to
on the crew to actively monitor the display an optimum weather radar
meteorological situation throughout the picture on the ND.
flight, and make a full use of the available - Regular manual vertical and horizontal
technology thanks to: scanning by the crew to increase
- Awareness of weather radar capabilities situation awareness.
and limitations, according to the - Correct understanding of the radar
specificities outlined in the FCOM and image displayed.
the manufacturer’s user guide. - Adequate strategic (mid-term) and
- Preflight briefing (knowledge of the route tactical (short term) decision making
climatology and weather forecast – for trajectory planning.
Weather avoidance already starts in on both the weather briefing and their
the briefing room before commencing knowledge of local climatology. Changing
the flight, with a thorough assessment the flight route could be an option as well
of en-route weather and decisions on as taking additional fuel for enhanced
possible mitigation means. strategic and tactical options in flight.
Before boarding, a weather briefing Once airborne, the weather radar should
Once airborne, should reveal areas of predicted be used and tuned regularly in combination
the weather radar significant weather activity. Equally, this with all available information, e.g. pre-
should be used briefing should include the assessment of flight briefing, pilot’s knowledge and
typical weather patterns in the area. For experience of the area’s typicality, reported
and tuned regularly example in the tropics, cumulonimbus turbulence, updated weather reports… If
in combination with intensity and development is greater at possible, the weather information should
certain times of the day. The crew have be updated in flight regularly. Information
all available weather the opportunity at this stage to plan a sought by ATC of turbulence encounters
information. route to avoid active weather based are an additional means.
INFORMATION
Safe operation in convective weather requires good theoretical knowledge of meteorol-
ogy, particularly on the formation, development and characteristics of convective clouds
in different regions of the world. This knowledge is usually provided in pilot licencing and
operational training and is not covered by aircraft documentation (FCOM and FCTM).
Safety First #22 | July 2016 035
Effective management of the antenna The flight crew needs to periodically The automatic
tilt along with an appropriate ND range scan:
selection, are key tools to obtaining an - Vertically, using the antenna tilt function mode should be
informative weather radar display on - Horizontally, using the range change. used as the default
the ND.
If available, the automatic mode
mode, for detection
The ND might not display cells at should be used as the default and initial evaluation
aircraft flight level, only cells that are mode (unless mentioned differently of displayed weather.
cut by the radar beam are shown in the FCOM), for detection and
(fig.14). For this reason, the antenna initial evaluation of displayed Then, manual
tilt needs to be adjusted up and down weather. Then, if adverse weather control should be
regularly to scan weather ahead, is suspected (e.g. according to
and it needs to be adjusted to the information gathered during the pre-
used periodically
ND range selection (except with the flight briefing), manual control should to analyze the
most recent radar models where this
adjustment is made automatically).
be used regularly and actively to
analyze the weather ahead.
weather.
(fig.14)
Display along radar beam
BEST PRACTICE
Even when the tilt is adjusted automatically, pilots are advised to reverse to the
manual mode “MAN” regularly in order to scan the immediate weather ahead.
This action allows the crew to assess the vertical structure and expansion of
convective clouds.
severity of the weather. For example, convective cell because the tilt is
at take-off or in climb, the tilt should be set incorrectly (too high in this case)
set up if adverse weather is expected while in the auto-tilt mode. When the
above the aircraft. Figure 15 is an antenna is tilted down, the ND shows
example of radar overshooting a a much stronger activity.
(fig.15)
Weather radar display at different tilt settings
Overscanning
Presence of To analyze a convective cell, the flight then be used to scan the area verti-
crew should use the tilt knob to obtain cally. Presence of yellow or green areas
yellow or green areas a correct display and point the weather at high altitudes, above a red cell, may
at high altitudes, radar beam to the most reflective part indicate a very turbulent area.
of the cell. At high altitude, a thunder-
above a red cell, storm may contain ice particles that In most cases in flight, the adequate
may indicate a very have low reflectivity. If the tilt setting is antenna tilt setting shows some ground
turbulent area. not adapted, the ND may display only
the upper (less reflective) part of the
returns at the top edge of the ND, which
may be difficult to differentiate from
convective cloud (overscanning). As genuine weather echoes. A change in
a result, the flight crew may underes- antenna tilt rapidly changes the shape
timate or not detect a thunderstorm. In and color of ground returns and eventually
order to get accurate weather detec- causes them to disappear. This is not the
tion, the weather radar antenna should case for weather echoes. Some weather
also be pointed toward lower levels (i.e. radars are fitted with a Ground Clutter
below freezing level), where water can Suppress (GCS) function. When turned
still be found. If a red area is found at ON, it suppresses the ground return from
a lower level, the antenna tilt should the display.
Course changes to avoid adverse seem safe when using a low range ND
weather should be determined using display may reveal a blocked passage
both displays. This prevents the “blind when observed at a higher range
alley” effect: a course change that may (fig.16).
The crew
should select
different ranges on
the Pilot Monitoring
(PM) and Pilot Flying
(PF) ND.
(fig.16)
Blind alley effect
Gain adjustment
Gain decreased
(fig.17)
Effect of gain reduction
OPERATIONS
Optimum use of weather radar
(fig.18)
Turbulence detection (in magenta)
Safety First #22 | July 2016 039
After the weather radar has been tuned conditions are too dangerous to fly in.
correctly, the data displayed should be
supplemented with the available weather Some ND displays contain specific
charts, reports and the meteorological cues that should alert the flight crew.
knowledge of the pilot. Altogether these Clouds shapes, in addition to colors,
data enable the flight crew to get a should be observed carefully in order
complete weather picture and establish to detect adverse weather conditions.
an “area of threat”. This “area of threat” Closely spaced areas of different colors
corresponds to the zone where the usually indicate highly turbulent zones
flight crew estimates that the weather (fig.19).
(fig.19)
Indication of a threat: closely spaced
areas of different colors
Some shapes are good indicators of changing shapes, whatever the form
severe hail that also indicate strong they take, also indicate high weather
vertical drafts (fig.20). Finally, fast activity.
Finger Hook
(fig.20)
Shapes indicative of adverse weather
Avoidance strategy
The flight crew needs to remain vigilant been taken, flight crews need to bear in
Consider a
and active in using and tuning the mind the following advisory precautions minimum distance
weather radar in order to be able to and limits before actually deciding the tra- of 40 NM from
initiate an avoidance maneuver as early jectory of the avoidance maneuver.
as possible. Indeed, weather radar a threatening
information becomes more intense as If possible, it is preferable to perform convective cloud to
the aircraft gets nearer the convective
weather zone, thus making avoidance
lateral avoidance instead of vertical
avoidance. Indeed, vertical avoidance is
initiate the avoidance
decisions more difficult. For this reason, not always possible (particularly at high maneuver.
crews should consider a minimum altitude) due to the reduction of buffet
distance of 40 NM from the convective and performance margins. In addition,
cloud to initiate the avoidance maneuver. some convective clouds may have a
significant build-up speed, that extends
Once the decision to deviate course has far above the radar visible top.
Lateral avoidance
Vertical avoidance
5,000 feet
20 NM
If possible, it is
preferable to perform
lateral avoidance
instead of vertical
avoidance.
(fig.21)
Lateral and vertical circumvention margins
Route C
Route A
Route B
Route D
(fig.22)
Available options to avoiding weather