B

006-08755-0001 Revision 3 

a
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COPYRIGHT NOTICE

©1996-1998 AlliedSignal, Inc.

Reproduction of this publication or any portion thereof by any me

the express written permission of AlliedSignal Electronic and Avion

is prohibited. For further information contact the Manager

Publications; AlliedSignal Electronic and Avionics Systems; One 

Center; 23500 West 105th Street; Olathe, Kansas 66061. Telep

782-0400.
Effective Date: 5/98 RDR 200

PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

PREFLIGHT WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . 

THEORY OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

RADAR PRINCIPLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 

WEATHER RADAR PRINCIPLES . . . . . . . . . . . . . . . . . 

RADAR BEAM ILLUMINATION . . . . . . . . . . . . . . . . . . . 

RADAR TILT ANGLE CALCULATOR USER INSTR

RADAR REFLECTIVITY . . . . . . . . . . . . . . . . . . . . . . . . . 

WEATHER DISPLAY CALIBRATION . . . . . . . . . . . . . . . 

WEATHER ATTENUATION COMPENSATION . . . . . . . 

TARGET ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . 

ALTITUDE RING (RANGE RING) . . . . . . . . . . . . . . 

RADOMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

WEATHER MAPPING AND INTERPRETATION . . . . . . . . . 

OBSERVING WEATHER . . . . . . . . . . . . . . . . . . . . . . . . 

THUNDERSTORMS & TURBULENCE . . . . . . . . . . . . . 

TORNADOES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

HAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

SNOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

LIGHTNING AND STATIC DISCHARGES . . . . . . . . . . . 

GROUND MAPPING AND INTERPRETATION . . . . . . . . . . 

LOOKING ANGLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

OPERATION IN-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

TILT MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 

EARLY DETECTION OF ENROUTE WEATHER . . 

SEPARATION OF WEATHER AND GROUND TAR

SHADOWED AREAS . . . . . . . . . . . . . . . . . . . . . . . . 

i
Effective Date: 5/98 RDR 2000 Pilo

PATH PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

PATH PLANNING CONSIDERATIONS . . . . . . . . . . . . . 

ANTENNA STABILIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

PITCH ERRORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

TURN ERRORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

EFFECT ON RADAR STABILIZATION . . . . . . . . . . . . . . . . . 

DURING TAKEOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

SHALLOW-BANKED TURNS . . . . . . . . . . . . . . . . . . . . . 

STABILIZATION LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . 

STABILIZATION FLIGHT TEST CHECKLIST . . . . . . . . . . . . 

VERTICAL PROFILE (VP) THEORY OF OPERATION . . . . . . . . 

VP OPERATION IN-FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

VERTICAL PROFILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

WEATHER RADAR INTERFERENCE . . . . . . . . . . . . . . . . . . . . . . 

OPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

CHECKLIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

MOVING-MAP NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . 

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

RDR 2000 SENSOR (ANTENNA, RECEIVER, TRANSMITTE

INDICATOR IN-182A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

APPENDIX: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

LICENSE REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 

SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

ii
Effective Date: 5/98 RDR 200

1

Wx/WxA - Alternately selects b

(weather) and WxA (weather-alert) m

“Wx” or “WxA” will appear in the lower 

Wx or WxA colors are: Black for no 

weak returns, Yellow for moderate 

heavy returns and Magenta for inten

the WxA mode is selected, magenta 

flash between magenta and black at a 

VP - Selects and deselects the Vertic

operation. When VP is selected on 

radar will provide a vertical scan of ±

location of the horizontal track line. 

mode of operation will not change the 

operation: TST, Wx, WxA or GND M

these modes may be changed as 

engage from the NAV MAP mode, but 

be displayed during VP operation.

NAV MAP - Places indicator in na

that preprogrammed waypoints may 

other modes are also selected, the N

superimposed on them. This button 

an optional radar graphics unit and F

System is installed. If activated withou

NAV will appear at lower left of scre

display weather when NAV MAP is se

selector is in the ON position.

GND MAP - Places the radar system 

ping mode. Gain control capability 

installation to be enabled or disable

mode. Ground map colors are: green 

yellow for moderate returns and ma

returns. “MAP” will appear on the low

play.
Effective Date: 5/98 RDR 2000 Pilo

2

LOG - Used when Bendix/King radar graphics units are 

listing of the latitudes and longitudes of selected waypo

played. When a compatible navigation source is installed, 

VOR frequencies along with bearings and distances are al

The radar transmits in the LOG mode, unless a Bendi

graphics unit (IU-2023, GC-360A or GC-381A) is installed.

ON - Selects the normal condition of 

weather detection and/or other mod

tion. The system will transmit after 

warm-up time is completed. The rada

tializes to the Wx mode, 80 nm.

Note: The 60 second warm up period can be monitored up

of the system. When the knob is switched directly from OFF 

(or LOG mode with no Bendix/King radar graphics unit insta

play will blank. As the radar sweeps the blue/white will g

Just before the warm up period is complete, the screen will 

a few seconds, then the radar will begin transmitting and th

display radar returns. No radar transmissions occur until 

period is complete.

TST - The multicolored arc display test pattern is displayed 

of operation. The test pattern (typical 4-color test pattern o

initialized and sized to fit the 80 nm range and can also be 

the range select buttons. No radar transmissions occur 

selected. TEST will appear in the lower left of t

STAB OFF is always displayed in top left.

SBY - Fully energizes the system circuitry but no radar transm

in the SBY mode of operation. The antenna is parked at 0 deg

and 30 degrees tilt down with the antenna drive motors lo

standby mode of operation, NAV MAP, checklist and TCAS 

activated with a Bendix/King radar graphics unit (IU-2023

GC-362A or GC-381A) installed. SBY will appear in the lower 

play.
Effective Date: 5/98 3 RDR 200

g

Note: The only way to remove primary power from th

the radar circuit breaker.

RNG - Clears the display and ad

cator to the next range. The uppe

range, the lower button dec

RDR 2000 display ranges are: 10

240 nm. The selected range is 

upper right corner of the display w

distance displayed along the right e

TRK - Provides a yellow track cen

profile. With the radar on and 

pushed, the track line position mo

1 degree increments at a rate of 

per second. When Vertical Profile 

the antenna scans the slice at the 

position. While in Vertical Profile 

buttons move the slice left and r

position of the antenna is display

left corner of the indicator.

TILT - Permits manual adjustme

15° up or down for best indicator p

tilt angle is displayed in the upper 

display. 
Effective Date: 5/98 4 RDR 2000 Pilo

FAULT ANNUNCIATIONS

Fault annunciations are a method of alerting the pilot that the 

system is not performing to established standards. Built-in t

ment (BITE) automatically and constantly tests the radar sys

fault occurs, the fault annunciation will be presented on the D

There are two general categories of faults: hard failures and 

failure/annunciations. By careful observation of the Display, 

quickly evaluate the condition of the ART 2000.

Hard failures are those which occur when a major function o

is lost. Hard failures are typically a total loss of transmitter p

receiver gain or no antenna scan. Turn off system. Should 

be left on, further damage to other system components coul

Hard Failures:

Annunciation Failure

TX FLT Transmitter failure

429 FLT Loss of 429 bus data

ANT FLT Loss of antenna position

IN FLT 6 Loss of communication be

display and ART
Effective Date: 5/98 5 RDR 200

data will still be displayed but the flight crew should be 

display does not necessarily represent the true weathe

are typically configuration problem, stabilization problem

ilar problem.

Soft Failures:

Annunciation Cause

TX FLT alternating with ANT FLT Configuration 

being read

STAB LMT Stab. Is exce

STAB OFF Alert that the 

stabilized

PREFLIGHT

PREFLIGHT WARNINGS

Do not turn the radar on within 5 feet of containers 

explosive material. The radar should never be operate

Do not attempt to operate the radar until you are c

with all safety information, including that on pages 58 th

The system always transmits in the ON mode, unless 

the ground and the radar is interfaced to the strut s

transmits in LOG mode if the radar is not interfaced 

radar graphics unit. The system never transmits in the 

modes.

Accomplish the following procedures completely a

1) Place the radar controls in the following positions:

• Function switch to TST

• Tilt to UP 7 (as shown on the indicator display, upp

The test pattern will appear. See that the test patte

illustration (The test pattern is sized to fit the 80 nm 

scaled with the range buttons), and observe the “up

small ripple moves across the display along the oute
Effective Date: 5/98 6 RDR 2000 Pilo

play in the Wx mode and 80 nm range. Any targets 

ground) will be displayed in green, yellow, red, or magen

60 second warm up time period is required before the 

transmit).

4) Press the range-down button to display 40 nm as the max

5) Press the WxA button and observe that magenta areas (if 

6) Vary the tilt control manually between 0 and up 15 d

observe that close-in “ground clutter” appears at lower 

that any local rain appears at higher settings.

7) Repeat the manual tilt adjustment, this time between the 

15 degrees positions.

8) Return the function switch to TST or SBY before taxiing!

9) When you are ready for weather detection (after ta

before), place the function switch to ON and operate th

described in the Operation In-Flight section.
Effective Date: 5/98 7 RDR 200

The primary use of this radar is to aid the pilot in avoid

and associated turbulence. Since each operator norma

cific operational procedures for use of weather avoida

lowing information is presented for use at the operator’s 

Operational techniques for the RDR 2000 are similar 

tion weather avoidance radars. The proficient op

antenna tilt control to achieve best knowledge of storm 

relative direction of movement.

RADAR PRINCIPLES

Radar is fundamentally a distance measuring system u

of radio echoing. The term RADAR is an acronym fo

and Ranging. It is a method for locating targets by u

The transmitter generates microwave energy in the 

These pulses are then transferred to the antenna where 

into a beam by the antenna. The radar beam is much 

flashlight. The energy is focused and radiated by the a

way that it is most intense in the center of the beam 

intensity near the edge. The same antenna is used fo

and receiving. When a pulse intercepts a target, the e

as an echo, or return signal, back to the antenna. From 

returned signal is transferred to the receiver and pr

located in the receiver transmitter unit. The echoes, o

are displayed on an indicator.

Radio waves travel at the speed of 300 million meter

thus yield nearly instantaneous information when echo

ranging is a two-way process that requires 12.36 micr

radio wave to travel out and back for each nautical mi

As shown in the distance illustration below, it takes 123

for a transmitted pulse of radar energy to travel out a

area of precipitation 10 nautical miles away.

10 NM

20 NM ROUND TRIP IN 123.6

MICROSECONDS
Effective Date: 5/98 8 RDR 2000 Pilo

radar echoes depends on echo-intensity, spacing between 

aircraft capabilities and pilot experience. Remember that w

detects only precipitation drops; it does not detect minute cl

nor does it detect turbulence. Therefore, the radar provid

ance of avoiding instrument weather in clouds and fog. T

may be clear between intense echoes; this clear area doe

sarily mean it is safe to fly between the storms and ma

sighting of them.

The geometry of the weather radar radiated beam preclude

reliable proximity warning or anti-collision protection. The b

acterized as a cone shaped pencil beam. It is much like th

light or spotlight beam. It would be an event of chance, no

that such a beam would come upon another aircraft in flight.

Note: Weather avoidance radar is not practical as a pilot 

rain or collision avoidance system. Weather analysis and a

the primary functions of the radar system.

RADAR BEAM ILLUMINATION

Probably the most important aspect of a weather radar is 

beam illumination characteristic. To make a proper interpret

you are seeing on the display, you must have an understan

the radar beam “is seeing”. The following figure is a side 

radar beam characteristic with a storm depicted at a distance 

the size of the storm to just fill the 3 dB beamwidth. This 

typical situation for a storm at approximately 40 nautical mi

inch diameter antenna. It’s important to understand and visu

uation, to enhance your understanding of the rest of this m

some observations are in order:
Effective Date: 5/98 9 RDR 200

g ggg

either side of the beam where the antenna gain is dow

the maximum gain defines the 3 dB beamwidth. The 

manual uses the cone shaped 3 dB beamwidth exten

how the beam spreads with distance, much like a flash

important is the understanding that this angle is w

antennas (10”) and narrower for larger antennas. It’s 

realize that the antenna gain does not go to zero 

beamwidth, it just continues to reduce with increasing 

what it meant by a continuous gain function. This 

important when we discuss ground clutter reflections lat

Also note that there are small lobes of the gain char

large angles. These are called sidelobes. Genera

important since the gain value for these lobes is dow

from the peak. However a bad radome can increase t

a point that they cause a constant radar reflection from 

is commonly referred to as an “altitude ring” becaus

show a concentric ring at a distance equal to the slant 

lobe to the ground.

The cone formed by the 3 dB beamwidth is where m

energy is concentrated, so it is important to realize that 

whatever is within this cone (and sometimes other s

clutter outside the cone) is what is being painted on 

pilot should be aware of how wide this cone is as a 

The primary target of interest is obviously weather ce

The typical cell is considered to be 3 nm in diameter. It 

the beam be pointed at the wet part of the weather 

proper rainfall intensity (color level). To aid the pilot at a

task, the “Radar Tilt Angle Calculator” tool is provided 

0000). This tool is a transparent 3 dB beamwidth 

antenna size and range scales of 40, 80, and 160 nm 

which has multiple weather cells shown to scale at diffe

user can position the overlay on a given target and read 

will position the beam at the “above freezing” part of the 
Effective Date: 5/98 10 RDR 2000 Pilo

unwanted overlay from the bottom edge to the fastener. T

plastic apart until it releases from the fastener.

Use the following procedure while viewing the following dia

determine the proper radar antenna tilt angle in a given situ

1) Choose one of the three range diagrams that matches 

selected on the radar. In this case we have chosen the 80 

diagram.

2) Slide the overlay so that the left indice aligns with the a

tude. This is best done keeping the overlay parallel to the 

grasping the extension tab and the overlay at the time.

3) Now, tilt the overlay (without sliding it up or down) so th

center line of the radar beam intersects the red (below free

tude) part of the range diagram at the range of the echo in 

displayed on the radar screen. The above freezing part of 

storm cell gives the best reflectivity for radar energy.

4) The correct tilt angle is shown where the degree mark 

the Tilt Angle Reference Line. 

Note: To improve distinction between the weather echo an

increase the tilt angle. Remember, the correct weathe

shown at the tilt angle determined with the calculator.

The higher the altitude, the more down tilt is required. The

clutter distinction is more of a problem. In this case, the int

weather displayed should be noted from the tilt angle show

culator. Now raise the tilt angle to push the ground clutter 

to separate it from the weather display. The echo intensity 

to weaken because the radar is looking at the freezing part 

Remember to also use Vertical Profile on suspected cells.
Effective Date: 5/98 11 RDR 200

2

4
Effective Date: 5/98 12 RDR 2000 Pilo

This tool should be understood and kept handy when tryin

the weather display.This tool illustrates that at greater d

weather cell doesn’t fill the cone shaped beam. Under the

the distinction of the weather cell from the ground clutter is 

The following figure illustrates this condition.

In this scenario the weather cell might be at 100 nm, the a

be 40,000 feet, and the appropriate tilt angle is appro

degrees. Notice that the beam is centered on the rain but 

sects the ground. The angle the beam makes with the gro

the grazing angle. When this angle gets greater than abo

the ground reflections that return to the radar become very s

later section called “Tilt Management” discusses this diffic

makes some suggestions to help make weather/ground disti

The following diagrams show the beam width relationship 

and 12 inch antennas. For illustrative purposes the aircraft 

approximately 40,000 feet and the tilt is set at zero degrees.

0

Center of Radar Beam with Zero Tilt

26,600 FT

25 50 75

53,200 FT

39,900 FT

RANGE (NM)

100

13,300 FT

10°

26,600 FT

53,200 FT

39,900 FT

13,300 FT

Radar Beam Illumination

with 10 Inch Antenna

0

Center of 

21,250 FT

25 50 

RANGE (NM

10,600 FT

8°

10,600 FT

21,250 FT

Radar Beam Illum

with 12 Inch An
Effective Date: 5/98 13 RDR 200

earth or solid structures) will be detected by an X-ban

Therefore weather radar does not detect clouds, thund

lence directly. Instead, it detects precipitation which m

with dangerous thunderstorms and turbulence. The be

are raindrops and wet snow or hail. The larger the rai

reflects. Because large drops in a small concentrated 

teristic of a severe thunderstorm, the radar display

strong echo. Drop size is the most important factor in 

tivity. Generally, ice, dry snow, and dry hail have low 

and often will not be displayed by the radar.

A cloud that contains only small raindrops, such as fog 

produce a measurable radar echo. But if the conditio

and the cloud begins to produce rain, it will be displayed 

Reflective Levels

Wet

Hail

Rain

Ice

Crystals

Wet

Snow

Dry

Hail

Dry

Snow

Most

Reflectiv

Least

Reflectiv
Effective Date: 5/98 14 RDR 2000 Pilo

Magenta (level 4). The meaning of these levels is shown in 

chart as to their approximate relationship to the Video 

Processor (VIP) intensity levels used by the National Wea

These levels are valid only when; (1) the Wx and Wx

selected; (2) the displayed returns are within the STC range 

(approximately 40 miles); (3) the returns are beam filling; (4

intervening radar returns.

Display

Level

Greater

Than

50

mm/Hr.

4

(Magenta)

In./Hr. mm/Hr. In./Hr.

VIP Rainfall Rate

Level

Storm

Category

Video Integrated Processor (VIP)

Rainfall Rate Categorizations

Seve

large 

exten

and t

5

Greater

Than

125

Extreme 6

Greater

Than

2 Seve

lightn

wind 

likely

Intense 5 50-125 2-5

Seve

likely

4 25-50 1-2 Very

Strong

Seve

poss

Strong 3 12-25 0.5-1

Light 

turbu

poss

lightn

Moderate 2 2.5-12 0.1-0.5

Light 

turbu

poss

lightn

Weak 1 0.25-2.5 .01-0.1

12-50 3

(Red) 0.5-2

4-12 2

(Yellow) 0.17-0.5

1-4 1

(Green) 0.04-0.17

Less

Than

1

0

(Black)

Less

Than

0.04

Radar Display and Thunderstorm Levels

Versus Rainfall Rates
Effective Date: 5/98 15 RDR 200

mitted into the atmosphere, it is progressively absorbed 

that it loses its ability to return to the antenna. This att

ening of the radar pulse is caused by two primary sour

precipitation. The RDR 2000 has several advanced fea

icantly reduce the effects of attenuation (no airborne w

eliminate them completely). It is therefore up to the o

stand the radar’s limitations in dealing with attenuation.

Attenuation because of distance is due to the fact that 

leaving the antenna is inversely proportional to the squa

For example, the reflected radar energy from a target 6

be one fourth (if the target is beam filling) of the reflecte

equivalent target 30 miles away. The displayed effect 

as the storm is approached, it will appear to be gainin

compensate for distance attenuation both Sensitivit

(STC) and Extended STC circuitry are employed. The 

STC range of 0 to approximately 40 nautical miles. A

radar will electronically compensate for the effects of dis

with the net effect that targets do not appear to change 

tance decreases.

Outside the STC range the Extended STC circuitry i

played intensity to more accurately represent storm 

Extended STC will not, however, totally compensate for 

tion and, therefore, targets in this range can be expec

detail as the distance decreases until reaching the STC 

Attenuation due to precipitation is far more intense and 

than attenuation due to distance. As the radar pulses p

ture, some radar energy is reflected. But much 

absorbed. If the rain is very heavy or extends for man

may not reach completely through the area of precipita

radar has no way of knowing if the beam has been fully 

reached the far side of the precipitation area. If this be

attenuated the radar will display a “radar shadow” whi

end to the precipitation when, in fact, the heavy rain ma

more miles. In the worst case, precipitation attenuatio

area of heaviest precipitation to be displayed as the 

heavy precipitation. It may cause one cell containing h

to totally block or shadow a second heavy cell located b

and prevent it from being displayed on the radar. Nev

shadows and never believe that the full extent of he

seen on radar unless another cell or a ground target ca

the heavy cell. Proper use of the antenna tilt control can 

shadows.
Effective Date: 5/98 16 RDR 2000 Pilo

miles of precipitation ahead on the radar when, actually, 

extend a great distance. In order to aid in reducing the effects 

tion attenuation, the RDR 2000 contains sophisticated wea

tion compensation circuitry. The attenuation compensati

totally automatic in the Wx/WxA mode of operation and req

action to activate other than selecting Wx/WxA mode of op

compensation logic operates between 3 to 240 nautical miles

level 2 (yellow), 3 (red) or 4 (magenta) echo is displayed. T

sation circuits cause the software to measure each individu

and increase each individual cell return independently while 

scans the sector containing heavy rain. The compensa

allows the radar beam to effectively look deeper into and th

rain to search for possible storm cells beyond. While attenua

sation does not eliminate precipitation attenuation, it does al

to see through more rain at short ranges where every bit of w

mation possible is needed. If there is suspicion that the rad

ating due to precipitation, exercise extreme caution and as

they are showing. Often the ground based ATC controller’s ra

a better overall picture of a large rain area and the pilot can 

controller’s information with his own radar picture to avoid 

cells in a general area of rain.
presence of a significant weather cell that exists bey

selected range. For this mode to be active, Wx or Wx

selected and Vertical Profile must not be selected. 

Target Alert is for the cell to be at least red intensity, wit

heading, a minimum size of 2 NM in range and 2 degre

within the range of 80 to 240 NM. When a Target Alert 

arcs, separated by a black arc will be displayed at the 

centered on the aircraft heading (see the following figur

applied to each scan independent of the other when 

nating scans.

Note: Target Alert is not active in the ground map mode

Effective Date: 5/98 17 RDR 200
Effective Date: 5/98 18 RDR 2000 Pilo

characteristics of some radomes and/or nose caps can caus

side lobe radiation. Should this occur, the side lobe can be r

toward the earth and the reflected energy received by the r

displayed on the indicator as a narrow ring of video. When th

on the 10 or 20 nm range, this can be seen at a distance corr

the altitude, typically one mile per 6000 feet. During “Wx” ope

this phenomenon occurs, no appreciable degradation of 

depict weather exists. This phenomenon is largely depend

shape and physical condition of the radome or nose cap on th

RADOMES

A radome is a covering that shields the radar antenna from 

ronments, such as fast moving air, rain, bugs, and ice. 

microwave energy to pass through relatively undisturbed. 

that very little of the microwave energy passing throu

absorbed, reflected, or redirected as a result of it’s prese

radomes closely approximate this definition, while others do 

Here are some faults which can occur in radomes:

1. A pitted honeycomb radome can result from being s

velocity projectiles, such as rain, ice, sand, bugs, et

surface integrity has been broken, water intrusion c

cause significant radar signal loss.

2. A poorly sealed plastic radome nose boot which 

moisture to be trapped behind it.

3. Paint containing metallic particles mistakenly applied 

of the radome.

4. An improperly fabricated fiberglass radome.

5. A poorly repaired “ding” on the radome.

6. An object, usually metallic, located inside the radom

path of part of the transmitted microwave energy.

As a result of items 5 and 6 above, a “phantom ring” may a

radar display. Normally the cause is an obstruction in the b

radome. This obstruction can cause some of the radiated 

directed down to the ground instead of in the forwar

Reflective material in the top of the radome can result in the 

tion. In either case, energy returns from the same directio

transmitted causing an “altitude ring” to be presented on t
blocking too much energy.

Care must be exercised to be sure that only qualified p

repairs on the radome. Also, it is time well spent d

include checking the radome to be sure it remains in g

examining the radome, be certain the radar is not trans

energy. See MPEL (Maximum Permissible Exposu

Appendix.

Effective Date: 5/98 19 RDR 200
radar.

Note: The ability of a weather radar system to display weath

dependent upon the radome Transmission Efficiency. Ben

ommends a 90% average/85% minimum transmission effic

to RTCA document DO-213 Class A for minimum operat

mance standards for nose mounted radomes.

OBSERVING WEATHER

A weather avoidance radar is only as good as the operator

tion of the echoes that are displayed on the radar indicato

ator must combine knowledge of how radar works and its lim

such things as the prevailing weather pattern, and geograph

order to make a sound interpretation of the displayed targets

As a starting point the operator should read FAA Advis

number 00-24B (Subject: Thunderstorms). It is also hi

mended that the operator take advantage of one of the c

available weather radar seminars.

Effective Date: 5/98 20 RDR 2000 Pilo

TURBULENCE ANVIL

STORM

MOVEMENT

ROLL

CLOUD

WIND SHEAR

TURBULENCE

FIRST

DUST GUST

WIND SHEAR

TURBULENCE
resent steep rainfall gradients, which are usually assoc

turbulence.

Turbulence may be divided into two basic types: (1) cle

and (2) turbulence associated with thunderstorms and p

The latter is most common. It is with this type that wea

helpful to the pilot. It is not possible to detect clear a

this type of radar system. Weather guidance is no

ground radar stations in some areas. However, this 

comparison with the airborne weather radar where the 

visible on the pilot’s indicator, instantly available for the 

considering his immediate circumstances and future flig

The strong up and down drafts in a thunderstorm crea

drops which are usually displayed on a radar as level 4

The probability of turbulence in these strong vertical gu

National Severe Storms Laboratory (NSSL) has found 

level of the precipitation reflection correlates with the 

lence found in a thunderstorm. The most severe 

storm, however, may not be at the same place that g

radar reflectivity.

The rate of change in rainfall rate laterally within a storm 

gradient. This change will appear on the indicator a

green to yellow to red to magenta. If the rainfall rate inc

1 to 4 in a short distance, the rain gradient is steep a

lence is often present. Avoid any storm with a steep ra

extra margin and especially avoid flying near the portion 

the steepest gradient.

TORNADOES

It is possible that conclusive methods of detecting to

borne radar may eventually be developed. However, e

to date indicates tornadoes may be present if the follo

observed:

A hook-shaped pendant which may be 5 or more mile

general shape of the numeral 6 strongly suggests t

major tornado, especially if the pendant is bright and 

the southwest quadrant (northeast quadrant in the sout

of a major thunderstorm moving eastward. The pendan

by ground clutter when viewed on the indicator and in s

Effective Date: 5/98 21 RDR 200
Effective Date: 5/98 22 RDR 2000 Pilo

nado in the vicinity.

The best procedure is to make wider than usual detours a

edged thunderstorms and especially those which show p

crescent-shaped indentations.

HAIL

Hail usually has a film of water on its surface, consequently

is often reflected as a very large water particle. Because o

because hail stones usually are larger than raindrops, th

with large amounts of wet hail return stronger signals tha

rain. Although wet hail is an excellent reflector of radar e

hail shafts are extremely small (100 yards or less). These 

make poor radar targets.

Hail shafts are usually identified with four different character

(1) fingers and protrusions, (2) hooks, (3) scalloped edges 

outline and (4) U-shaped cloud edges 3 to 7 miles across.

Finger Hook

Scalloped Edge U-Shape
Effective Date: 5/98 23 RDR 200

; , y 

intensification.

The 40 nm operating range, with occasional up-tilt to c

from above, will generally yield good results.

Note: It takes an experienced eye to identify “hooks” 

other radar echo characteristics which can indicate h

However, the pilot can be sure that any echo with very 

rapid changes in shape or intensity will contain severe t

ICING

There is reason to believe that radar will be of assis

areas of heavy icing conditions. However, weather 

proved its ability to distinguish between super-cooled w

ice crystals, since both are usually quite small. Nee

operational problem in each case would be different. I

icing condition would definitely exist but in the seco

crystals would offer no danger.

It should be remembered, however, that super-cool

crystals can co-exist. In each case the radar echo w

even non-existent due to the minute size of the free w

this time, it appears that radar is not going to give warn

unless it happens to be involved with active precipit

When precipitation is occurring, however, the areas 

exposure should appear as sandy or grainy echoes.

An icing condition that radar might possibly detect i

moderate or heavy icing condition associated with uns

frontal action or orographic effects. In this situation the 

hidden by surrounding cloud layers but could be spotte

would be of assistance in avoiding the moderate to h

occasionally occurs in cumulus clouds.

Note: Thunderstorm icing can be extremely hazardous

SNOW

Dry snowfall has not been detected with any success 

However, a characteristic sandy or grainy echo identifie

steady moderate to heavy wet snow. Such echoe

obvious and require study of the display before they can 
Effective Date: 5/98 24 RDR 2000 Pilo

normal within 1 scan.

Above all, remember: Never regard any thunderstorm as 

when radar observers report the echoes are of light intens

thunderstorms is the best policy.

• DON’T attempt to preflight plan a course between clo

echoes.

• DON’T land or take off in the face of a thunderstorm in 

flight path. A sudden wind shift or low level turbulence cou

of control.

• DON’T attempt to fly under a thunderstorm even if you can 

to the other side. Turbulence under the storm could be seve

• DON’T try to navigate between thunderstorms that cover 

of the display. Fly around the storm system by a wide marg

• DON’T fly without airborne radar into a cloud mass contain

embedded thunderstorms. Scattered thunderstorms not em

usually can be visually circumnavigated.

• DO avoid by at least 20 nautical miles, any thunderstorm 

severe or giving an intense radar echo. This is especially t

anvil of a large cumulonimbus.

• DO clear the top of a known or suspected severe thund

least 10,000 feet altitude. This may exceed the altitude ca

aircraft.

• DO remember that vivid and frequent lightning indicates a 

thunderstorm.

• DO regard as severe any thunderstorm with tops 35,000 

whether the top is visually sighted or determined by radar.
map that can be employed as a supplement to standa

cedures. Target quality affects the indicator display in v

Use of the GAIN and TILT controls will often improve p

specific ground targets are more readily recognizable.

Over Water - calm water or water with swells does 

returns. The energy is reflected in a forward scatter 

quate portions being returned. The resulting display is 

Choppy water provides better returns from the down

waves. The resulting display is a target whose intensity 

degree of choppiness.

Over Terrain - Illumination of terrain results in a “diffu

the beam. A portion of this reflected energy is scattere

antenna resulting in the prominent display of land fe

lakes, large rivers, shore lines and ships.

Effective Date: 5/98 25 RDR 200
Effective Date: 5/98 26 RDR 2000 Pilo

angle gives the radar system a smaller detectable range 

(due to a minimized reflection of direct radar energy). How

minated area “A” is larger.

A smaller incident angle gives the radar a larger detecta

operation because of an increase of direct radar energy r

the target to the antenna. The area of illumination (“A”) is sm

Concentration of the beam energy on a small area of terr

the magnitude of the echo intercepted by the antenna. 

detectable range is therefore increased for mountainous ter

imum distance at which this terrain can be monitored is gre

of the more direct reflection (or radar echo) produced. Ill

backslope of hills stretches the area of coverage beyond t

coverage.

A

A
Effective Date: 5/98 27 RDR 200

The RDR 2000 will provide you with target information to 

of clarity than has ever been possible with previous ge

avoidance radars. It is the purpose of this section to he

proficient radar operator as soon as possible. However

proficiency can only improve with usage. It is, therefo

that the operator become familiar with the operation of 

fair weather instead of while trying to penetrate a storm f

In previous sections of this handbook we have desc

controls and discussed the features of the RDR 2000 ra

section concerns itself with a more detailed discussion 

controls and how to make the most efficient use of them

Note: Your radar is a weather-avoidance device. It 

used for weather-penetration. It will help you see an

maneuvers around significant weather encountered dur

TILT MANAGEMENT

Effective antenna tilt management is the single, most 

more informative weather radar displays. Three prime 

kept in mind for proper tilt management:

• The earth’s curvature must be considered in determin

the beam at long distances.

• The center of the radar beam is referenced to the hori

vertical reference system.

• Adjusting the antenna tilt control will cause the ce

beam to scan above or below the plane of the attitude r

More simply, a too low setting will result in excessiv

returns while a too high tilt setting (although excessive 

nated) can result in the radar beam passing over the 

target.

For detecting weather targets at long ranges and to allo

for planning the proper avoidance path, the tilt angle s

sprinkle of ground target returns on the display. By slo

angle, weather targets will emerge from the ground re

their height above the ground. In order to minimize gro

closely examining weather targets below the aircraft 

the shortest range that allows full depiction of the area o
However, objects such as large buildings in cities, steep hil

or storms will reflect the signal and can show strong returns 

greater than those shown below.

Ground Returns and Tilt Management

Over-scanning and Tilt Management

When flying at high altitudes, the use of proper tilt managem

observation of weather targets without over scanning. Fo

low altitude storm detected on the long range setting may di

the display as it is approached. While it may have dissipate

approach toward the storm, don’t count on it. It may be 

directing the radiated energy from the antenna above the s

get closer. Judicious management of the antenna tilt cont

over-scanning a weather target.

Note: Please be aware that equivalent ground returns wi

ferent tilt settings because of different ground reflectivities 

dry soil requires a different tilt setting than the more refle

forest).

Effective Date: 5/98 28 RDR 2000 Pilo

150 NM or Greater
Effective Date: 5/98 29 RDR 200

1) Select the Wx (weather) mode of operation. Adjust 

as desired.

2) Select the 40 or 80 nm range.

3) Adjust the antenna tilt control down until the entire d

ground returns.

4) Slowly work the antenna tilt up so that ground retur

or about the outer one third of the indicator area.

5) Watch the strongest returns seen on the display

approached, they become weaker and fade out after w

the near limit of the general ground return pattern, t

ground returns or insignificant weather. If they con

working down into the lower half of the indicator, you a

hazardous storm or storms and should deviate immedia

6) Examine the area behind strong targets. If rad

detected you are approaching a hazardous storm or s

deviate immediately, regardless of the aircraft’s altitu

being detected, move the antenna tilt control up and do

ments until the return object is optimized. At that angl

vertical level of the storm is being displayed.

7) If a target is suspected to be a weather cell, but is 

by clutter, move the track line over the target and sele

If the target is clutter, it will appear symmetrical about t

If the target is weather, it will be asymmetrical and a

ground return (see the section on Vertical Profile for mo

this technique).

SEPARATION OF WEATHER AND GROUND TARG

One of the most difficult tasks when using airborne wea

arating weather targets from ground targets. This is es

the maximum return from a storm cell occurs when the 

centered on the rainfall shaft. In many cases, this 

higher than 5,000 feet thus requiring some antenna do

it. If you are flying at an altitude considerably above 

beam will also intersect the ground, thus masking the 

ground targets. Proper adjustment of the antenna tilt 

target separation.
Effective Date: 5/98 30 RDR 2000 Pilo

Significant weather w

stronger return than grou

shallow angles. A weath

show as a solid mass wh

will show a gap behind the 

Raise tilt until a wea

emerges from the ground 
Effective Date: 5/98 31 RDR 200

Raise tilt angle until weather is separated from the ground.

Note that displayed range of the

ground target will increase as tilt angle

is increased.
area. This condition is referred to as radar attenuation. 

conditions ground returns can be helpful in analyzing the w

tion. Tilt the antenna down and observe the ground return

displayed cell. If no ground returns are displayed on the fa

displayed cell (shadowed area), heavy rain may be block

energy. This could mean that a larger area of precipitatio

that which is displayed.

WARNING: AVOID AND NEVER PENETRATE A SHADO

TARGET RESOLUTION

The ability of a weather avoidance radar system to resolve a

two or more closely spaced targets is limited in range by the 

pulse width and display range and in azimuth by the antenna 

width.

RANGE RESOLUTION

The transmitter pulse width in the RDR 2000 is 4 micro-seco

a receiver range resolution of approximately 1/3 nautical mile

Effective Date: 5/98 32 RDR 2000 Pilo
Effective Date: 5/98 33 RDR 200

antenna and the range to the

target. As can be seen in the

adjacent table, the diameter of this

radiated beam increases as it gets

further away from the aircraft.

Targets separated by a distance less

than the beam diameter (at the target

distance) will merge and appear on

the indicator as “one.” 

PATH PLANNING

Remember to plan a deviation path early. Simply s

magenta portion of a cell is not enough. Plan an avoi

weather echoes which appear beyond 100 nautical mi

cates they are quite intense.

The most intense echoes are severe thunderstorms. 

hail may fall several miles from the cloud, and hazardou

extend as much as 20 nautical miles; therefore, echoe

rated by at least 40 nautical miles before you fly be

echoes diminish in intensity, you can reduce the dista

avoid them.

Beam 

10"

12"

10.0°

8.0°

4

3

40 NM 150 NM

WX
Effective Date: 5/98 34 RDR 2000 Pilo

• Do not deviate downwind unless absolute necessary. You

encountering severe turbulence and damaging hail are grea

by selecting the upwind side of the storm.

• If looking for a corridor, remember corridors between tw

taining magenta and/or red areas should be at least 40 n

wide from the outer fringes of the radar echo. The mage

areas of very heavy rainfall and statistically indicates a high 

hail.

Note: Do not approach a storm cell containing magenta 

closer than 20 nautical miles. Echoes should be separated 

nautical miles before attempting to fly between them.

Cells beyond 75 nautical miles are areas of substantial ra

wait for red or magenta to appear. Plan and execute ev

quickly to minimize “doglegging.”

When a complete detour is impractical, penetration of wea

may be required. Avoid adjacent cells by at least 20 nautica

40 NM

CORRIDOR
Effective Date: 5/98 35 RDR 200

ggg gy 

THE BLIND 

ALLEY
Effective Date: 5/98 36 RDR 2000 Pilo

Automatic antenna stabilization, as employed in todays we

ance radar, consists of an electro-mechanical means of m

selected beam scan relative to the earth’s horizon during m

craft maneuvers. To accomplish this, a reference is estab

aircraft’s vertical gyro, usually a component of the auto pilot 

flight control system.

Any aircraft may experience a noticeable amount of gyro 

extended periods of turning flight. If you do encounter a 

which precesses abnormally during maneuvering flight (as e

the artificial horizon in either pitch or roll) but subsequently 

normal attitude during straight and level flight, degrading 

mance is indicated. This type of poor gyro performance doe

result in a catastrophic gyro failure, but rather a continued g

dation.

PITCH ERRORS

As the aircraft accelerates during takeoff, the gyro will prec

As soon as the aircraft speed becomes steady, the accrue

will start diminishing. Average time required for the gyro to 

takeoff will vary with acceleration time and rate. Acceleratio

eration on approach can also cause the gyro to precess s

precession problem is greater on jet aircraft because of thei

eration capabilities.

TURN ERRORS

If a turn is accomplished after takeoff while the gyro is off v

takeoff acceleration, the pitch error will be translated into the 

will be observed as a roll attitude error when compared t

horizon. The roll error starts disappearing the momen

resumes straight and level flight.

In turns made with less than a 6 degree bank (for example, i

VOR with a shallow cut), the gyro continues to sense the la

ation (lateral force) and, as a result, precesses in the same 

the bank. If the turn is continued at the same indicated ba

actual bank assumed by the aircraft will steepen at the s

gyro is precessing. When the aircraft is returned to straig

brought to wings level via the turn-and-bank indicator o

horizon (if visible) the roll error accumulated during the 

observed on the horizon indicator and will remain for a p

unless a fast recovery technique is employed.
on aircraft flying at high altitude is normally operated on 

range with the antenna tilted down slightly so the ra

above the point of painting ground returns.

A 1/2 degree gyro error in roll during alignment would 

able on the horizon indicator, but with the radar operati

range, it could result in almost 40 nautical miles of grou

side and no ground returns on the other.

In practice, when flying over fairly even terrain, ground 

cult to paint when the angle of incidence of the radiate

large (see Looking Angle pg. 22) and, therefore, cau

travel almost parallel to the ground.See the figure below

The vertical gyro is designed to sense verticality within 

normal operating conditions. Perfect radar antenna sta

the following accuracies: the vertical gyro must maintai

the antenna mounting bracket must be leveled perfect

the gyro mounting base, the elevation servo amplifiers 

precisely with a sharp null (no dead band at null p

follow-up signals must be linear over the full range of th

the antenna must be adjusted properly with no backlas

vations gear train. Even though extreme care is use

and adjustment of the equipment, minute variations ca

resulting in small stabilization errors.

If ground returns appear on one side first as the anten

continue lowering the tilt until ground returns are visible 

if the difference in tilt is 2 degrees or less, the antenna 

clear the ground returns with satisfactory radar opera

greater than 2 degrees warrant corrective action, assu

stabilization in level flight.

The following information on radar operation during a

may be helpful.

Effective Date: 5/98 37 RDR 200

100 - 110 NM

200 NM
Effective Date: 5/98 38 RDR 2000 Pilo

acceleration error will result in satisfactory radar operation. 

be readjusted as the vertical gyro stabilizes. Turns durin

while pitch acceleration error exists, will also cause a stabiliz

the roll axis.

SHALLOW-BANKED TURNS

If the aircraft is held in a shallow bank attitude, gyro pre

cause ground returns to appear. This can be overcome b

antenna tilt 1 or 2 degrees until the aircraft is out of the turn 

has stabilized. In addition to any gyro error, radar stabiliza

affected by antenna mechanical limits of ±30 degrees.

STABILIZATION LIMITS

Stabilization limitations of the antenna beam may be exce

aircraft maneuvers. These limitations are mechanically 

degrees from zero degrees. Combinations of pitch/roll a

exceed this limitation will diminish stabilization effectiveness

a complex quantity, not an arithmetic sum. However, as a r

for small pitch angles, the sum of tilt and bank angles being 

degrees, is within limits.

If the pilot changes the aircraft attitude so as to exceed the 

pitch and roll limits (±30 degrees) of the radar’s stabilization 

message, “STAB LMT”, will appear at the lower right corn

play during the time the limit is exceeded. Please note tha

tions of the antenna sweep, the calculated antenna elevatio

not exceed the limit. Therefore, the “STAB LMT” will not b

The “STAB LMT” message will disappear completely whe

attitude is restored to within the system’s operational limits.

Gyro precession may be experienced during take-off or p

craft maneuvers such as rapid descents, etc. Precessio

30°

30°
ppgg

azimuth scan area near 45° left or right, the beam tilt is 

cated.

A rapid climb profile dictates that the tilt should not rem

tion for extended periods. As the aircraft altitud

increases, the possibility of over scanning weather ce

The effective storm height is progressively reduced b

tude.

• Adjust radar and obtain weather picture before takeoff

• Plan wide clearance of cells.

• Compensate antenna tilt for gyro precession.

• Evaluate weather in the immediate sphere of operatio

• Do not “over-scan” weather targets.

• During excessive aircraft maneuvers, recognize the lim

stabilization.

Effective Date: 5/98 39 RDR 200
g

contact point in to 130 nautical miles. Isolated terrain targe

appear.

Introducing a 1/2 degree roll error compounds the effects; 

side, up on the other side (1 degree unbalance).

STABILIZATION FLIGHT TEST CHECKLIST

1. Fly the aircraft being tested to 10,000 feet AGL .

2. Select the MAP mode, STAB OFF, and set the indicator t

3. Set manual gain to maximum.

4. While flying level (0 degree pitch, 0

degree roll), adjust the tilt control

for a video pattern shown in Figure

1.

Note: Record tilt position for future reference.

5. If the inner ring of video is not parallel to the range marks, the

mounting of the antenna is not parallel to the horizontal axis of the aircraft. 

Effective Date: 5/98 40 RDR 2000 Pilo

130 NM

180 NM

Figure 
through access on radar indicator

controller until figure 1 is achieved.

7. Roll the aircraft gently to the right

auto pilot bank angle.

8. For perfect stabilization, the pattern

shown in Figure 1 should not shift.

The information displayed will

change, however, the inner

extremity should remain coincident

with the third range mark.

9. If the pattern shifts as shown in

Figure 2, increase the tilt angle until

the edge of the video pattern

reaches the same position as the

center was before the roll

maneuver. Note the new position

of the tilt control. Proceed to step

11.

10. If the pattern shifts as shown in

Figure 3, decrease the tilt angle until

the edge of the video pattern

reaches the same position as the

center was before the roll

maneuver. Note the new position of

the tilt control. Proceed to step 11.

11. If the differences between Steps 9

and 4 or 10 and 4 are greater than

2 degrees the system should be

ground checked to recalibrate the roll stabilization cir

12. If the pattern shifts per Figure 4, there is no roll sta

system should be ground checked per the Installatio

13. Check pitch performance as follows: Re-establish 

straight and level. Momentarily pitch the aircraft 

more than 10 to 20 seconds to minimize altitude cha

ring of clutter moves further out in range, readjust 

until the pattern returns as it was before the pitch ma

tilt change. If the clutter moved inward, adjust the til

the change. If the tilt change is greater than 2 de

should be ground checked to recalibrate the pitch.

Effective Date: 5/98 41 RDR 200

Fig

Fig

Fig
The primary use of the RDR 2000 is to aid the pilot in avoid

storms and associated turbulence. All normal weather rad

apply to the Vertical Profile feature incorporated in the RDR 

It is therefore important to become familiar with the theo

radar principles, beam illumination, radar reflectivity, displa

weather attenuation compensation, weather mapping and i

ground mapping and target resolution.

The operational difference between the standard weathe

radar and the RDR 2000 is the additional ability to vertic

antenna up and down with respect to the aircraft center line 

the vertical slice of information for display in a meaningful fo

VP OPERATION IN-FLIGHT

VERTICAL PROFILE

The single most important key to deriving pertinent, usabl

from weather radar is proper tilt management. This form

procedure is greatly simplified by the RDR 2000 Vertical Pro

With conventional non-VP weather avoidance radars, 

antenna tilt angle too low results in excessive ground or 

Setting the angle too high eliminates the excessive return p

may result in the radar beam passing over the top of a we

The proper antenna tilt angle is directly dependent on a g

range from the aircraft and its height, width, depth and inte

selecting the desired tilt, the pilot must rely on his ability to 

limited display information. For detailed information on tilt 

and interpretation of display information, refer to the Tilt 

section under Operation In-Flight.

The Vertical Profile feature of the RDR 2000 provides a dir

displaying the vertical characteristics of the weather cell. S

teristics of particular interest to the pilot include relative 

shape, vertical development and the area of most concentra

tion within the storm. In addition to providing informatio

storm’s vertical characteristics, the pilot can now easily 

between ground or sea returns and actual weather. In d

installations, the normal azimuth scan may be viewed on 

and Vertical Profile on the other. With this information at h

can develop a mental, three-dimensional picture of the storm

Effective Date: 5/98 42 RDR 2000 Pilo
Profile feature easy. In fact, most will find that Vertica

normal operation.

The best time to begin using Vertical Profile is on a nice 

the pilot work load will allow time to experiment with 

Start out by adjusting the tilt angle to a normal setting. 

TRK - Press and hold either the TRK (track) left or 

button. A yellow line will appear on the screen and s

direction selected. In the upper left corner of the display 

annunciation will display the number of degrees left or r

nose the track line is positioned. To stop the track line 

tion, release the track button. If a TRK button is not pr

onds, the track line will disappear from the display.

VP - Once the desired azimuth is selected with the TRK 

VP button to enter the Vertical Profile mode of operat

selected the Vertical Profile screen will appear on the 

radar will provide a vertical scan of ±30 degrees at the lo

zontal track line.

Selecting the Vertical Profile mode of operation wil

selected mode of operation displayed in the lower left co

(TST, Wx, WxA or GND MAP). Once in Vertical Profile, 

be changed as desired. Vertical Profile will engage fro

mode, but NAV data will be disabled during Vertical Profi

Note: VERTICAL PROFILE OPERATIONAL A

RDR 2000 is a weather analysis and avoidance tool. 

used for pre-planned penetration of storms. Howeve

required navigation in areas of bad weather, the prop

can reduce the likelihood of encountering excessive pre

bulence. The RDR 2000 radar greatly simplifies the ta

vertical characteristics of a storm by pictorially displayi

of the cell and showing it’s radar height. The accuracy 

limited by beam illumination and range resolution. Sinc

posed of ice crystals or dry hail, both of which have low 

or storm associated turbulence without precipitation m

thousand feet or higher, appropriate caution must be 

attempting to over fly any cell which exhibits high ra

extends above the freezing level. Vertical Profile is not 

sure the absolute height of a storm although it can b

mining relative radar heights of different cells. Flying 

thunderstorm should never be attempted, even if radar 

at low levels, due to the possibility of extreme turbulenc

Effective Date: 5/98 43 RDR 200
Effective Date: 5/98 44 RDR 2000 Pilo

A few seconds will normally elapse before the display will pain

Profile radar returns. This delay is due to the time it takes th

move to the selected azimuth position to begin the vertical sca

Once Vertical Profile is selected, the desired profile pos

moved left or right in azimuth by pressing and holding the 

The selected azimuth position (i.e. track line position) is s

upper left corner of the display.

Note: Vertical Profile is most useful in the wings level ope

During a turn, constant adjustment of the track button would 

to view the same area of a given cell. Roll stabilization is n

during Vertical Profile operation; therefore during a roll, 

Profile slice angle equals the bank angle of the aircraft 

skewed Vertical Profile display.

To terminate the Vertical Profile mode and return to horizon

operation, press the VP button. The radar system will r

same mode (Wx, WxA, MAP or TEST) of operation and 

scale as it was in Vertical Profile.

If you have completed the above operations in flight on a s

suggested, you have experienced the simple operation of V

and observed display of ground paint similar to that shown 

The understanding of this very basic presentation is an imp

interpreting low level weather.

To improve your use and understanding of Vertical Profile, 

angle to ground map a city or mountain. Use the TRK butt

the ground map target, and activate Vertical Profile by pre

button. Depending on range, altitude and magnitude o

mapped target, the display should now resemble Figure 6. 

ferences between Figure 5 and 6. However, at the location 

mapped target the image is still symmetrical. The symmetr

key in distinguishing the differences between ground retu

cities, and mountains) and low level weather.

Figures 5 through 10A illustrate normal horizontal scan 

Profile scan examples of various returns from different wea

encountered during actual flights with the RDR 2000.

Note: Cell intensity (color threshold) in VERTICAL PROFILE 

different than cell intensity in horizontal mode. The beam pa

through varying reflective levels (see chart on page 11). Wh

horizontally, the level remains constant.
Effective Date: 5/98 45 RDR 200

Figure 5: Vertical Profile View 

Ground Returns

Aircraft at 20,000 feet MSL

Figure 5A:

Standard Azimuth View

Aircraft at 20,000 feet MSL

Figure 5: 40 nm range selected showing normal ground 

terrain. The aircraft is at 20,000 feet MSL. The flashligh

provides a good representation of the radar beam characte

line of this image is the ground. As the beam is scanned o

solid returns create a mirror image above and below the 

viding reflectivity equal to the beam width and power level. 

and range increase, the ground returns will decay in much 

they increased from where the beam first intersected the g
Figure 6: Vertical Profile View

Ground Mapping Denver & Mountains 

Aircraft at 20,000 feet MSL

Figure 6A: Standard Azimuth View

Ground Mapping Denver & Mountains 

Aircraft at 20,000 feet MSL

Figure 6: 160 nm range selected showing normal ground 

flat terrain with Denver and the background mountains d

strong symmetrical ground returns at 130 nautical miles. The 

20,000 feet MSL. When the beam shows a symmetrical ima

ground return center line, either the returns are from a very 

such as the ground or a very intense low level close in storm

Note: The image will be symmetrical in ground map mode 

truncated at the bottom side of the return in Wx Mode.

Effective Date: 5/98 46 RDR 2000 Pilo

WX

120

160 23

U 2.2

80

40
Figure 7:

Vertical Profile View

Isolated Low Level Weather 

Aircraft at 20,000 feet MSL

Figure 7A

Standard Azimuth View

Isolated Low Level Weather 

Aircraft at 20,000 feet MSL

Figure 7: 80 nm range selected showing normal groun

terrain. An isolated low level storm at 50 nautical miles 

non-symmetrical return. The aircraft is at 20,000 feet M

Effective Date: 5/98 47 RDR 200

WX 40

60

8

45 U 2.2

20
Effective Date: 5/98 48 RDR 2000 Pilo

Figure 8

Vertical Profile View

Strong Weather Line

Aircraft at 20,000 feet MSL

Figure 8A

Standard Azimuth View

Strong Weather Line

Aircraft at 20,000 feet MSL

Figure 8: 80 nm range selected showing normal ground retu

nautical miles. An intense high-level storm is depicted by 

metrical returns. The aircraft is at 20,000 feet MSL.

WX 40

60

80

20 U 2.2

20

C

G

R

W
Effective Date: 5/98 49 RDR 200

Figure 9: Vertical Profile View

Strong Weather Returns

Aircraft at 20,000 feet MSL

Figure 9A: Standard Azimuth View

Strong Weather Returns

Aircraft at 20,000 feet MSL

Figure 9: 40 nm range selected showing normal grou

25 nautical miles. At 20 nautical miles the RDR 2000 

isolated precipitation between the aircraft and the m

starts at 25 nautical miles. This “Roll Cloud” is a fairly 

enon associated with severe weather. The aircraft 

MSL.

WX 20

30

40

40 U 1.0

10
Effective Date: 5/98 50 RDR 2000 Pilo

Figure 10: Vertical Profile View

Low Level Weather & Ground Returns

Aircraft on Ground at Fort Collins

Loveland, Colorado

Figure 10A: Standard Azimuth View

Low Level Weather Ground Returns 

Aircraft on Ground in Fort Collins

Loveland Colorado

Note: The image will be symmetrical in ground map mode 

truncated at the bottom side of the return in Wx Mode.

Figure 10: 20 nm range selected, aircraft on the ground a

Loveland, Colorado airport. Strong symmetrical ground 

depicted out to 20 nautical miles. A shaft of precipitation ap

nautical miles wide starts at 9 nautical miles, rises and mu

interesting point to note between the azimuth and VP prese

WX 10

15

20 6

U 2.2

5

C

G

R

W

“

G

R

n

Possible

Weather

Returns

Storm

Extends

Past 

the Point
Effective Date: 5/98 51 RDR 200

p g

and down 15 degrees, which limits the upward scan a

the higher level development of the storm as depicted 

presentation.

Between 3 and 5 nautical miles the low altitude areas o

detected. Due to their proximity to the ground and 

returns are detected to provide the symmetrical retu

associate with ground returns.
Effective Date: 5/98 52 RDR 2000 Pilo

common types of external

interference that may cause

spokes to appear on the

radar display.

The first type of interference

is referred to as CW

(Continuous Wave). Figures

11 through 14 show variations of this type of interference. One possible source

is ground based microwave

data links. Another source

is various kinds of military

equipment.

The most common type of

CW interference appears as

a wedge on the radar display (see Figure 12). In rare

cases the entire display may

be washed out momentarily.

If the wedge-type source of

interference happens to be

located in the aircraft flight

path, the interference may

last for thirty minutes or

more.

If the CW interference

comes from a ground based

source, the azimuth angle of

the wedge will change as the

aircraft flies past the source

location (see Figures 12 and

14). Frequently, when a

radar system is experiencing

this type of interference,

spokes of lesser intensity will

be observed at various offbeam-axis angles. In other

words, there will be a high

intensity spoke with one or

more lower intensity spokes

at different azimuth angles

Figure 11: Possible Ja

Figure 12: CW Interfe

Figure 13: CW Interferenc

Jammer)
Effective Date: 5/98 53 RDR 200

If the source of interference

is an airborne jammer, multiple spokes may be displayed as in Figures 11 and

13. Normally, adjusting the

antenna tilt angle to extreme

up or down angles will

reduce, or even eliminate,

this type of interference.

The second type of radar

interference comes from

other weather radars operating within the area. All

radar systems have a lowpower CW oscillator within

the system. Some of the

power emitted from this oscillator is continually radiated

from the antenna. These

oscillator emissions are well

below the level which will

harm an individual, but well

above the sensitivity of a

nearby weather radar. When

some weather radars are in

the TEST mode, the CW

oscillator periodically scans

the entire range of frequencies normally used by weather radar systems. When 

tems is in your area and operating in the TEST mo

appear on the display when the other system scans 

2000 operating frequency (see Figure 15). This condit

occur before takeoff or when landing in the vicinity of ot

equipped aircraft. Adjusting antenna tilt angle will not 

in remedying this situation. However, once airborne 

adjustment can reduce or eliminate this interference.

Figure 14: CW Inte

Side-Beam Char

Figure 15: Another W

CW Oscillator In
Effective Date: 5/98 54 RDR 2000 Pilo

g 

area. Figure 16 shows what

is displayed in this situation.

These are commonly

referred to as “rabbit tracks”.

Again, while the aircraft is on

the ground antenna tilt angle

adjustment will have little

effect, but once airborne

extreme tilt angle positions

will be more effective toward

removing this interference

from the display.

The fourth source of interference, as shown in Figure 17,

is the result of another pulsetype radar system operating

at a much higher transmission rate than the RDR 2000.

This type of spoke is normally 3 to 12 degrees wide in

the azimuth direction. The

same interference reduction

techniques described earlier

will also work well here.

Figure 17: Interference fr

with High Transmissio

Figure 16: Rabbit Tr
Effective Date: 5/98 55 RDR 200

With an optional checklist unit installed, the pilot is p

935 lines of programmable information. These page

programmed by the pilot for the specific aircraft’s perfo

tions.

When the checklist is switched ON, the radar screen 

lists. Note that the radar does not transmit when th

played.

Selecting the checklist overrides all other indicator dis

control to the radar system, turn the checklist to standb
When your radar is equipped with the proper Bendix/King ra

unit (IU-2023B, GC-360A, GC-381A) with a Bendix

Management System (KNS-660, KNS-81, KLN-88, KLN-90

GNS-XLS) or NAV System (KNR 634A, KDM 706A or DM 

possible to display one or more way points as well as the 

the way points.

Refer to the pilot’s manuals on these units for details of their 

Warning: With the proper interface unit or Flight Manage

connected to the radar system the radar will not transm

mode. However, if these systems are not connected 

capable of transmitting in Log mode.

Effective Date: 5/98 56 RDR 2000 Pilo
Effective Date: 5/98 57 RDR 200

RDR 2000 SENSOR (ANTENNA,

RECEIVER, TRANSMITTER)

Performance Index - 10 inch 209.9 ±2.5 dB 

- 12 inch 212.7 ±2.5 dB

Displayed Weather Ranges 10,20,40,80,160, 240 nm

Weather Colors 5 Including Black

Vertical Profile ± 30°

Ground Map Variable Gain 0 to -20 dB (configurable 

installation)

Attenuation Compensation 3 to 240 nm

Peak Output 3.5 kW, nominal

Pulse width 4 micro-seconds

PRF 106.5 ± 5 Hz

Antenna Size 10-in, or 12-in.

Antenna Scan Angle 90° or 100° (configurabl

installation)

Antenna Scan Rate 25° per second

Tilt Angle, Manual 15° up to 15° down

Stabilization ±30° combined pitch, ro

Stab. Adjustments (non-volatile) Stored in Configuration 

(part of aircraft installatio

Power Requirements 28 VDC, 3.0A

Weight - radar 2000 9.9 lbs

Altitude 55,000 ft. unpressurized

Temperature Range -55 to +70°C

TSO: C63c Class 7

DO 160C Environmental Categories

F2-BA(CLMY)E1XXXXXA(BZ)(AB)(BZ)ARA(A2C2)
INDICATOR IN-182A

Display Ranges 10, 20, 40, 80, 160, 240 nm 

(weather) (up to 1000 nm

for navigation only)

Power Requirements 28 VDC, 2.0A Continuous

Weight 8.9 lbs (4.0 kg)

Altitude 25,000 ft. unpressurized

Temperature Range -20 to +55°C

Size 4.11 in (10.44 cm) H x

6.4 in (16.28 cm) W x

12.57 in (32.38 cm) L 

w/connector

TSO: C63 b Class 7

DO 160A Environmental Categories

A1B1/A/PKS/XXXXXXABABA

Effective Date: 5/98 58 RDR 2000 Pilo
Effective Date: 5/98 59 RDR 200

An aircraft radio station license is required to operate 

installed in an aircraft. The Federal Communication C

has type-accepted and entered this equipment 

Corporation” FCC ID# ASYART2000. When comp

Station License Application, use the exact description. 

The FCC requires that the operator of the radar rece

this system hold a Restricted Radio Telephone Ope

higher class license. This permit or license may be o

nearest field office of the Federal Communication C

examination is required, but the applicant must be a U.S
Effective Date: 5/98 60 RDR 2000 Pilo

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

Washington, D.C.

SUBJECT: Recommended radiation safety precautions for ground operation of air bo

Initiated by: AFO-512

PURPOSE. This circular sets forth recommended radiation safety precautions to be t

when operating airborne weather radar on the ground.

CANCELLATION. AC 20-68A, dated April 11, 1975, is canceled.

RELATED READING MATERIAL.

a. Barnes and Taylor, Radiation Hazards and Protection (London: George Newnes 

211.

b. U.S. Department of Health, Education and Welfare, Public Health Service, Consum

Environmental Health Service, “Environmental health microwaves, ultraviolet radia

from lasers and television receivers - An Annotated Bibliography”, FS 2.300: RH

U.S. Government Printing Office, pp. 56-57.

c. Mumford, W.W., “Some technical aspects of microwave radiation hazards”, Proce

Washington, U.S. Government Printing Office, February 1961, pp. 427-447

BACKGROUND. Dangers from ground operation of airborne weather radar includ

human body damage and ignition of combustible materials by radiated energy. Low 

the body include the eyes and testes.

PRECAUTIONS. Management and supervisory personnel should establish procedur

sonnel of dangers from operating airborne weather radars on the ground. Precautio

be displayed in affected areas to alert personnel of ground testing.

General.

(1) Airborne weather radar should be operated on the ground only by qualified person

(2) Installed airborne radar should not be operated while the aircraft is in a hangar 

unless the radar transmitter is not operating, or the energy is directed toward an 

which dissipates the radio frequency energy. Otherwise, radiation within the 

reflected throughout the area.

Body Damage. To prevent possible human body damage, the following precautions s

(1) Personnel should never stand nearby and in front of radar antenna which is trans

antenna is not scanning, the danger increases.

(2) A recommended safe distance from operating airborne weather radars should 

safe distance can be determined by using the equations in Appendix 1 or the grap

2. This criterion is now accepted by many industrial organizations and is based o

of humans to an average power density not greater than 10 milliwatts per square c

(3) Personnel should be advised to avoid the end of an open wave guide unless the r

(4) Personnel should be advised to avoid looking into a wave guide, or into the ope

connector or line connector to a radar transmitter output, as severe eye damage m

(5) Personnel should be advised that when power radar transmitters are operated ou

cases, X-rays may be emitted. Stray X-rays may emanate from the glass env

oscillator, clipper, or rectifier tubes, as well as magnetrons.
Effective Date: 5/98 61 RDR 200

M.C. Beard

Director of Airworthiness

AC 20-68B 

8/8/80 

APPENDIX 1. SAFE DISTANCE DETERMINATION

The following information can be used in establishing a minimum safe distance 

sonnel near an operating airborne weather radar. 

NEAR FIELD/FAR FIELD INTERSECTION. The distance to the near field/far fi

computed by:

Ri=G λ 

8 π

where Ri=Intersection distance from the antenna (in meters)

λ=Wave length (in meters)

G=Antenna gain

DISTANCE TO 10 mw/cm2 SAFE LIMIT. For a far field power density of 10 mw

meters) from the antenna may be calculated by:

Rs √GP/400π 

where Rs=The minimum safe distance in meters.

P=Transmitted average power in watts.

G=Antenna gain

PROCEDURES. The above formulas or the graphs of figures 1 and 2 may be u

minimum safe distance. In either case, the following procedures apply:

a. Determine the distance (Ri) to the near field/far field intersection (paragraph 

b. Determine the distance (Rs) to 10 mw/cm2 power density (paragraph 2).

c. If the distance (Rs) determined in b above is less than (Ri) found in a above, 

minimum safe distance.

d. If the distance (Rs) determined in b above is greater than (Ri) found in a abov

the minimum safe distance.

EXAMPLE.

Data. The following is typical data for the airborne weather radar.

Antenna Diameter :22 inches=56 cmTransmitter 

Frequency :9375 +30 Mhz

Wave Length :3.2 cm

Pulse Length :1.5 microseconds (search)

Pulse Repetition :400 Hz

Peak Power :40 kilowatts

Average Power :24 watts (search)

Antenna Gain :1000 (30 db)

Calculations:

(1) Distance (Ri) to the near field/far field intersection. (2) Distance (Rs) to 10 m

The distance (Rs) is greater than (Ri), therefore, the minimum safe distance is 1

Ri=G λ

8 π

Ri=1000 x 0.032

8 π

=1.27 meters = 4.2 feet

Rs = √GP/400 π

=√1000 x 24/400 π

= 4.37 meters=14.3 feet
Radiatio

CAUTION:

a. MAINTAIN PRESCRIBED SAFE DISTANCE WHEN ST

FRONT OF RADIATING ANTENNA.*

b. NEVER EXPOSE EYES OR ANY PART OF THE BO

UNTERMINATED WAVE GUIDE.

*Reference FAA Advisory Circular #20-68

Effective Date: 5/98 62 RDR 2000 Pilo

This instrument generates microwave rad

DO NOT OPERATE UNTIL YOU HAVE RE

AND CAREFULLY FOLLOWED ALL SAF

PRECAUTIONS AND INSTRUCTIONS IN 

OPERATING AND SERVICE MANUALS

IMPROPER USE OR EXPOSURE MAY CA

SERIOUS BODILY INJURY

Warning
Effective Date: 5/98 63 RDR 200

below. The distance to the MPEL boundary is calculat

of the largest antenna available with the RDR 2000, ra

of the transmitter and in the non-rotating or boresig

antenna. With a scanning beam, the power dens

boundary is significantly reduced.

MPEL BOUNDRY

120°

10 FEET

RADOME
Effective Date: 5/98 64 RDR 2000 Pilo

10/94 Complete Through 

3/96

1

2 Complete Through 

3 5/98 Complete Through 
Effective Date: 5/98 65 RDR 200

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Effective Date: 5/98 66 RDR 2000 Pilo

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Revision 3 5/98 a