AOG Add On Gauges FSWXR-2100 Users Manual Rev. 1.0
AOG FSWXR2100 Page 18
5.2 The Airbus style
(1) Gain Knob, not working in this release
(2) Power switch
(3) Wind shear prediction switch, wind shear is drawn only when range <=20NM and
aircraft is 2500ft AGL or below
(4) Radar Mode Selector, same as Boeing (3), (4), (8)
(5) Ground Clutter Suppression switch, selects GCS function
(6) Tilt Knob, for selecting a tilt
(7) Range increase area, clicking this area range is increased
(8) Range decrease area, clicking this area decreases range.
In reality the aircrafts can have different control panels installed depending on
weather radar manufactor and version. These are the common ones.
(1) (2) (4)
(6)
(1) (2) (4)
(3)
(6)
(5)
(7)
(8)
AOG Add On Gauges FSWXR-2100 Users Manual Rev. 1.0
AOG FSWXR2100 Page 19
6. Using the radar
6.1 The Display
The display of course displays the sensed weather radar information. The image
is refreshed with the beam travel. Since a multi sensing weather radar, like the
Collins WXR 2100, always draws a image out of memory, change any control is
delayed by one travel period. That means if you change the tilt, range or any
function, but they take place after (!) the next beam period (8seconds).
The annunciators within the display always show the setup for the actually
displayed image (so are also delayed).
That is important to know!
So whenever you change a control, wait until annunciators in the image show
correct, before interpreting the WXR image.
6.2 Power up & TEST mode
The radar pulse generators need to warm up, which could take up to 40 seconds.
After a power on the test image is drawn until warm-up is complete. After that the
radar is ready for use and automatically switches to the selected mode.
AOG Add On Gauges FSWXR-2100 Users Manual Rev. 1.0
AOG FSWXR2100 Page 20
Same image is drawn when the TEST Button is pressed (or selected on Airbus).
It shows all possible radar colours.
6.3 Attenuation Alert Ring
The attenuation alert ring is drawn at the most outer range ring. It marks an angle
at which beam attenuation is measured. That means in this area, radar
shadowing must be expected. So that means, avoid flying with a heading within
the yellow arc, try to keep the yellow line outside of your heading.
The area marked with this arc is not safe, even nothing is displayed behind a
thunderstorm. Another storm may not be display due to attenuation!
This arc is only drawn when 80NM or less is set as range. Outside of that range
beam attenuation can not be detected, and so no warning arc can be drawn.
So anyway never fly close behind a storm!
6.4 Tilt setup
A proper tilt setup is mandatory for weather radar usage. The tilt is the parameter,
with that you control where you want observe at a certain altitude.
AOG Add On Gauges FSWXR-2100 Users Manual Rev. 1.0
AOG FSWXR2100 Page 21
Level Flight:
For normal flight operations the case (2) should be aimed. In this case the tilt is set
as to hit ground at the end of the range display. If GCS is off you should see a small
arc of ground clutter at the outer range. This is a good tilt setup for level flight, as this
setup senses through all altitudes along your range.
The setup (1) is not recommended, because it only senses a short distance (blue
line) and the rest is only ground clutter.
This setup could be useful to temporary aim on a target that is very close.
Setup (3) is a not recommended, because in level flight, because in most cases you
sense above any interesting cloud formations.
Take off:
For take off, it’s best to leave neutral tilt, and switch GCS on.
Approach:
For approaches switch off the GCS function and tilt in the same manner as in level
flight.
6.5 Wind shear prediction
Wind shear prediction is only usable for take off and final approach, range is
limited to 5NM and can be displayed only at 2500ft AGL or below.
6.6 Performance
The FSWXR2100 normally don’t hit the frames, but that depends on the screen
size. Reduce radar size as much as possible, then frame performance is best.
1
2
3
Radar Range
This document is an English translation of the Final Report on the accident on 8 July 2006 in
Irkutsk, to the Airbus 310-324 registered F-OGYP, operated by ОАО Aviakompania Sibir.
The use of this translation for any purpose other than for the prevention of future accidents
could lead to erroneous interpretations.
As accurate as the translation may be, the original text in Russian issued by the Interstate
Aviation Committee is the work of reference.
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：航空资料11
