Honeywell IntuVue RDR-4000 Manual

IntuVue™RDR-4000
IntuVue 3-D Automatic Weather Radar System
with Forward Looking Windshear Detection
For Airbus SA/LR Aircraft
Pilot's Guide

NOTE
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The information contained in this manual is for reference use only. If
any information contained herein conflicts with similar information
contained in the Airplane Flight Manual, the information in the Airplane
Flight Manual shall take precedence.

IntuVue RDR-4000 Weather Radar Pilot's Guide
D201002000008 Table of Contents
Rev 1, December 2014 i
TABLE OF CONTENTS
SECTION 1: INTRODUCTION 1
RDR-4000 OPERATIONAL ENHANCEMENTS 1
OPERATIONAL LIMITATIONS AND CONSIDERATIONS 3
SECTION 2: SIMPLIFIED OPERATING PROCEDURES 5
CONFIGURATIONS 5
ON/OFF 6
TAKEOFF AND DEPARTURE 7
CLIMB UP TO FL200 8
CRUISE ABOVE FL200 8
DESCENT AND APPROACH 9
AVOIDANCE MANEUVERS 10
SECTION 3: EXPANDED OPERATING INSTRUCTIONS 11
TURN ON &SYSTEM SELECTION 11
WEATHER DETECTION 12
AUTOMATIC WEATHER MODE (ALL/ALL WX OR ON PATH/
PATH WX) 12
TURBULENCE DETECTION 14
PREDICTIVE HAIL AND LIGHTNING (HAZARD DISPLAY
FEATURE) 15
REACT (HAZARD DISPLAY FEATURE) 16
WX/TURB-AHEAD ALERTING (HAZARD DISPLAY FEATURE) 17
PREDICTIVE WINDSHEAR (PWS) DETECTION 18
WEATHER ANALYSIS 22
ELEVATION WEATHER MODE 22
FULL COVERAGE GROUND MAP MODE (MAP) 23
GAIN CONTROL (GAIN) 25
SECTION 4: EQUIPMENT DESCRIPTION 27
UNIT DESCRIPTIONS 27
RP-1 RADAR PROCESSOR 27
TR-1 TRANSMITTER/RECEIVER 27
DA-1A/B ANTENNA DRIVE WITH FP30-1 ANTENNA 27
CP-2B CONTROL PANELS 28

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ELECTRONIC FLIGHT DISPLAY 28
OPERATING CONTROLS 29
SYSTEM CONTROL 29
TURB CONTROL 30
HAZARD DISPLAY CONTROL 30
DISPLAY SELECTION 31
ELEVATION CONTROL 32
GAIN CONTROL 32
DISPLAY ANNUNCIATIONS 33
DISPLAY COLORS 34
FAULT ANNUNCIATIONS 34
SECTION 5: PRINCIPLES OF WEATHER RADAR USE 37
WEATHER RADAR PRINCIPLES 37
STORM CELL CHARACTERISTICS 38
PLANNING APATH 40
AZIMUTH RESOLUTION 43
ANGULAR RESOLUTION EFFECT ON VERTICAL
RESOLUTION 43
SHADOWED AREAS 44
EFFECTS OF INTERFERING RF SOURCES 45
RADAR WINDSHEAR DETECTION 48
WINDSHEAR/MICROBURST DESCRIPTION 48
WINDSHEAR/MICROBURST DETECTION PROCESS 48
WINDSHEAR AVOIDANCE FLYING 49
SECTION 6: RDR-4000 TECHNICAL OPERATION 51
3D VOLUMETRIC MEMORY SCANNING/PROCESSING 51
GROUND CLUTTER EXTRACTION 52
ON PATH WEATHER VS. OFF PATH WEATHER 53
ENVELOPE BOUNDARY DEFINITION 54
WEATHER ANALYSIS MODE: CONSTANT ELEVATION 55
APPENDIX 57
SAFETY INFORMATION 57
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL) 58

IntuVue RDR-4000 Weather Radar Pilot's Guide
D201002000008 Introduction
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SECTION 1: INTRODUCTION
Welcome to Honeywell’s IntuVue 3-D Automatic Weather Radar
System, model RDR-4000. The RDR-4000 introduces several new
technologies not found in previous generation Radar Systems. Some of
the major operational differences are highlighted here. Note that the
availability of some features will depend on the installation configuration.
RDR-4000 OPERATIONAL ENHANCEMENTS
Predictive Hail and Lightning Icons (if installed)
oAreas ahead of the aircraft that have a high probability of
producing hail or lightning are indicated by the display of
appropriate icons.
REACT (Rain Echo Attenuation Compensation Technique) (if
installed)
oIndicates areas where attenuation of the radar signal is severe
enough to degrade the ability to display weather behind significant
intervening weather.
Automatic control of antenna tilt for reduced pilot workload
oNo traditional tilt control.
3D (Three-Dimensional) Volumetric Memory
oThe entire sky in front of aircraft is automatically scanned (out to
320 nautical miles (nm) and from ground to 60,000 feet (ft)).
oAll weather information is stored and continuously updated.

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oAutomatically corrects for curvature of the earth.
oPilots can choose among display options as desired.
Internal Topography Database
oUsed to remove ground clutter from weather displays and to
remove weather returns from the MAP display.
More sensitive weather detection for more accurate weather depiction
oImproved long-range performance.
o3D scanning detects more weather close to the aircraft as
compared to other weather radar systems.
Differentiation of weather in and out of path of the aircraft
oIn ALL or ALL WX mode, weather that is far above or below the
aircraft’s flight path (Off Path) is displayed in a different pattern
than On Path weather.
oIn ON PATH or PATH WX mode, the display of weather that is
Off Path is suppressed. Only the weather that is relevant to the
flight path is shown.
oIn ELEVN mode, view horizontal slices through the weather in
1,000-foot increments, from ground level to 60,000 ft.
Weather/Turbulence Ahead Alerting
oAlerts the pilot when significant weather or turbulence is detected
on the flight path trajectory.
Map mode for identification of terrain features
oUse MAP mode for identifying prominent terrain features, such as
coastlines, lakes, and large built-up urban areas.
The RDR-4000 is a technically advanced system, but as always, there
are physical limitations to consider.
The use of a topography database results in a significant reduction in
ground returns. However, the database is not aware of man-made
reflectors such as buildings at airports and cities. Therefore, it is
possible that not all ground clutter will be eliminated.
The antenna beam is very narrow at close ranges and widens
significantly with range. Therefore, the resolution and accuracy of
weather reflectivity is better at ranges closer to the aircraft.

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OPERATIONAL LIMITATIONS AND CONSIDERATIONS
The limitations of the radar system have been consolidated here
because of their importance. This section should be read thoroughly
and frequently as a reminder of weather radar limitations.
Weather detection, analysis, and avoidance are the primary functions
of the radar system. Airborne weather systems are not intended as a
terrain or traffic collision avoidance system.
Your radar is a weather avoidance tool. It should never be used for
weather penetration. It will help you see and plan avoidance
maneuvers around significant weather encountered during flight.
Radar detects raindrops, hail, and ice particles. It does not detect
clouds or fog.
Radars detect the presence of precipitation. Storm associated
turbulence without precipitation can extend several thousand ft above
a storm and outward more than 20 nm.
Turbulence detection requires the presence of precipitation. Clear-air
turbulence is not detected or displayed.
The weather display corresponds to the selected range while the
turbulence display is overlaid for the first 40 nm in the ALL and ON
PATH modes (regardless of range selected). If the Hazard Display
features are installed, turbulence will be displayed for the first 60 nm,
and will be shown in the ALL WX, PATH WX, and ELEVN modes.
Hail and lightning icons indicate that conditions are conducive to the
development of hail or lightning. Since this technology is predictive,
icons often appear prior to the actual formation of the hail or lightning.
Hence, the presence of icons does not guarantee that hail or lightning
will be present. Similarly, the absence of an icon does not guarantee
that the condition will not be present.
Below 1,800 ft windshear and weather scans are interleaved. The
windshear detection operation is transparent to the crew unless an
alert is issued.
Leave the system OFF until it is safe to operate the radar (see
ON/OFF on page 6). While OFF there is no radiation hazard to
nearby personnel.
Reference the following Federal Aviation Administration (FAA)
Advisory Circulars:
AC 00-24B Thunderstorms
AC 00-6A Aviation Weather
AC 00-50A Low Level Wind Shear
AC 20-68B Recommended Radiation Safety Precautions

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SECTION 2: SIMPLIFIED OPERATING PROCEDURES
CONFIGURATIONS
Your system may have one of two control panels. The control panel
installed indicates which features are available on your system.
Modes OFF, ALL, ON PATH,
ELEVN, MAP OFF, ALL WX, PATH WX, ELEVN, MAP
Turbulence
Detection First 40 nm ALL and ON PATH modes First 60 nm ALL WX, PATH WX, and
ELEVN modes
Hazard
Detection Not available First 160 nm ALL WX, PATH WX, and
ELEVN modes
REACT Not available Provided in ALL WX,
PATH WX, and ELEVN
modes
WX/Turb
Ahead
Alerting
Not available Alerts provided when
turbulence or hazardous
weather exists ahead of
the aircraft

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ON/OFF
The radar may be turned completely off by selecting OFF with the
System Control Switch, which is located in the top center of the control
panel. When this switch is in the OFF position, no weather radar
information is available, and no predictive windshear detection will
occur. This switch should always be set to ON (System 1 or System 2
selected) whenever it is safe to operate the radar. This will ensure that
the radar is always scanning while in flight so that the most current
weather information is instantly available in the 3D memory.
The Radar is OFF (Not Transmitting) when:
The System Control Switch on the Radar control panel is set to OFF
Or the System Control Switch on the Radar control panel is set to
either System 1 or System 2, and
oThe aircraft is on the ground and the PWS Qualifiers are not
satisfied (See AUTOMATIC WINDSHEAR ACTIVATION on pg 18)
oAnd the Display Selection Knobs for both the CAPT and F/O are
set to OFF
The Radar is ON (Transmitting) when:
The System Control Switch on the Radar control panel is set to either
System 1 or System 2, and
oThe aircraft is on the ground and at least one (CAPT or F/O)
Display Selection Knob is set to any radar mode except OFF
oOr the aircraft is on the ground and the PWS Qualifiers are
satisfied (See AUTOMATIC WINDSHEAR ACTIVATION on pg 18)
oOr the aircraft is in the air
Radar data is shown on the display when:
The System Control Switch on the Radar control panel is set to either
System 1 or System 2, and
oThe Display Selection Knob is set to any radar mode except OFF
oOr there is a PWS Alert (See AUTOMATIC WINDSHEAR
ACTIVATION on page 18)

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TAKEOFF AND DEPARTURE
System Control: 1 or 2 (dual system) or 1 (single system)
Turb Switch: AUTO or Turb Pushbutton: Engaged
HZD Pushbutton (if provided): Engaged
Mode: ALL/ALL WX or ON PATH / PATH WX
Gain: AUTO or as required to assess threats. (Refer to GAIN
CONTROL on page 25 for more details.)
Range: Pilot Flying – 10 to 40 nm, other side at least one range
higher.
Avoid any magenta turbulence cells and monitor the display for
weather intensity to avoid any weather threats.
Avoid any cells associated with Hail or Lightning Icons (see page 15).
In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 16).
If there is weather in the area, ensure that the radar has been turned
on in time to allow pilot(s) to evaluate any threats prior to takeoff.
See PLANNING A PATH on page 40 for more information.

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CLIMB UP TO FL200
System Control: 1 or 2 (dual system) or 1 (single system)
Turb Switch: AUTO or Turb Pushbutton: Engaged
HZD Pushbutton (if provided): Engaged
Mode: ALL/ALL WX or ON PATH/ PATH WX
Gain: AUTO or as required to assess threats. (Refer to GAIN
CONTROL on page 25 for more details.)
Range: Pilot Flying – 10 to 40 nm, other side at least one range
higher
Avoid any magenta turbulence cells and monitor the display for
weather intensity to avoid any weather threats.
Avoid any cells associated with Hail or Lightning Icons (see page 15).
In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 16).
See PLANNING A PATH on page 40 for more information.
CRUISE ABOVE FL200
System Control: 1 or 2 (dual system) or 1 (single system)
Turb Switch: AUTO or Turb Pushbutton: Engaged
HZD Pushbutton (if provided): Engaged
Mode: ALL/ALL WX or ON PATH/ PATH WX
Gain: AUTO or as required to assess threats. (Refer to GAIN
CONTROL on page 25 for more details.)
Range: Pilot Flying – 20 to 80 nm, other side at least one range
higher.
Within 60 nm sufficient resolution exists for evaluating cells. At this
point On Path and Off Path weather will become more prominent and
ELEVN mode can be used for vertical analysis.
Avoid any magenta turbulence cells and monitor the display for
weather intensity to avoid any weather threats.
Avoid any cells associated with Hail or Lightning Icons (see page 15).
In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 16).
See PLANNING A PATH on page 40 for more information.

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DESCENT AND APPROACH
System Control: 1 or 2 (dual system) or 1 (single system)
Turb Switch: AUTO or Turb Pushbutton: Engaged
HZD Pushbutton (if provided): Engaged
Mode: ALL/ALL WX or ON PATH/ PATH WX
Gain: AUTO or as required to assess threats. (Refer to GAIN
CONTROL on page 25 for more details.)
Range: Pilot Flying – 10 to 40 nm, other side at least one range
higher.
Avoid any magenta turbulence cells and monitor the display for
weather intensity to avoid any weather threats.
Avoid any cells associated with Hail or Lightning Icons (see page 15).
In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 16).
Start evaluating cells by 40 nm and finish by 20 nm.
Make your weather decision by the 20 nm point.
See PLANNING A PATH on page 40 for more information.

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AVOIDANCE MANEUVERS
When considering avoidance maneuvers keep the following in mind:
Never deviate under a storm cell or the associated anvil.
Plan deviations on the upwind side of storm cells to avoid turbulence
generated downwind of convection, which may not be detectable by
the radar.
When flying between storm cells allow at least 40 nm separation.
Damaging hail can be thrown at least 20 nm from the storm cell by
upper level winds.
Avoid all yellow, red, or magenta areas, particularly if they can be
associated with convective activity.
Avoid any cells associated with Hail or Lightning Icons by a minimum
of 20 nm (see page 15).
In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 16).
Establish an avoidance plan before getting within 40 nm of the cells
to allow time to negotiate a deviation with ATC. (See PLANNING A
PATH on page 40 for more information).
Consider the height of a storm cell when planning avoidance.
oAvoid all green, yellow, red, and magenta areas of cells taller than
28,000 ft by at least 20 nm.
oCells exceeding 35,000 ft should be considered extremely
hazardous and additional separation (in addition to the 20 nm)
should be used.
ELEVN MODE:
SLICE AT 20.000 FT
(e.g. AT A/C ALTITUDE)
“ALL” or “ALL WX”
ELEVN MODE:
SLICE AT 10,000 FT
(10,000 FT BELOW A/C)
ELEVN MODE:
SLICE AT 30,000 FT
(10,000 FT ABOVE A/C)

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SECTION 3: EXPANDED OPERATING INSTRUCTIONS
TURN ON & SYSTEM SELECTION
For single radar systems (only one radar processing system), place the
System Control Switch in the 1position to put the system into weather
mode.
For dual radar systems (two independent radar processing systems)
place the System Control Switch in either the 1 or 2position to select
the system to be used. To ensure that both systems are used alternate
between systems on successive flights.
Radar data is then displayed whenever the Display Selection Knob is
set to any radar mode except OFF. When on the ground, the radar will
not transmit if both (CAPT and F/O) Display Selection Knobs are set to
OFF, unless the PWS qualifiers are active (see AUTOMATIC
WINDSHEAR ACTIVATION on pg 18). When in the air the radar scans
continuously, always updating the memory so that current weather is
immediately available. (See also ON/OFF on page 6.)
On initial activation of the radar, or when switched from one system to
the other (1 or 2), the radar first looks at the part of the sky that is near
the aircraft’s altitude. This data is displayed as soon as it is available.
As data is gathered from the remainder of the sky in front of the aircraft,
the display quickly fills in with any additional information. It takes no
more than 30 seconds for the complete picture to become available.
Note that when switching from one system to the other, the weather
depicted may not exactly match what was previously displayed due to
the loss of “historical” data from the other system. Therefore, there is
no advantage in switching between systems during flight, except in the
case of the failure of one side.

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WEATHER DETECTION
AUTOMATIC WEATHER MODE
(ALL/ALL WX or ON PATH/ PATH WX)
GENERAL DESCRIPTION
The ALL/ALL WX and ON PATH/ PATH WX
modes provide weather, turbulence, and
predictive windshear detection. The system processes the data to fill
the 3D memory and extracts the selected data for display. When a
PWS event is detected, an icon is shown on the display. Returns
determined to be ground clutter are not shown.
Weather targets are color-coded by the intensity of the return. The
display correlation to approximate rainfall (with Gain set to AUTO) is as
follows: Reflectivity Color Codes (Gain at AUTO)
Color Returns Reflectivity Rainfall Rate
Black Very light or none Less than 20 dBZ Less than 0.7 mm/hr
(0.028 in/hr)
Green Light 20 – 30 dBZ 0.7 – 4 mm/hr
(0.028 – 0.16 in/hr)
Yellow Medium 30 – 40 dBZ 4 – 12 mm/hr
(0.16 – 0.47 in/hr)
Red Strong 40 dBZ or greater Greater than 12 mm/hr
(0.47 in/hr)
Magenta Turbulence N/A N/A
ON PATH/ PATH WX WEATHER
The RDR-4000 fills the 3D memory with all the detected weather in front
of the aircraft out to 320 nm, and from ground level up to 60,000 ft mean
sea level (MSL). The RDR-4000 displays weather along the flight path
(designated flight path weather) using solid colors. All other weather is
designated as off path weather. When in the ON PATH/ PATH WX
mode, only the on path weather is displayed.
The nominal flight path weather envelope is ±4,000 ft with respect to the
expected flight path. At cruise altitudes above 29,000 ft MSL, the floor
of the envelope is extended down to 25,000 ft MSL when necessary to
ensure that relevant convective activity is displayed. On the ground and
during departure or approach, the ceiling of the envelope is fixed at
10,000 ft MSL. This provides approximately 10 minutes of look-ahead.

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ALL/ ALL WX WEATHER
Select the ALL/ALL WX mode to display both on path and off path
weather. The off path weather is displayed with black stripes through
it. (See diagram on page 34.)
This mode is useful for situational awareness and to aid in making
changes to your flight plan to avoid on path weather. See the following
examples to visualize the displayed weather.
UNDERSTANDING THE DISPLAY IN ALL/ALL WX AND ON PATH/
PATH WX MODES
In ALL/ALL WX or ON PATH/ PATH WX mode, the RDR-4000 projects
a three dimensional memory space onto a two dimensional display.
This means the weather displayed for any one memory cell is the color
of the strongest return in that column of memory cells. Specifically, if
there is any weather data in a given column that is inside the envelope
for on path weather; the color of the strongest of these returns is
displayed. If there is no weather data inside the envelope, then the
color of the strongest return from outside the envelope is displayed as
off path weather.
Stronger returns outside the envelope (off path weather) never override
the returns displayed as on path weather.

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TURBULENCE DETECTION
Turbulence detection is an automatic function of this weather radar
system.
For turbulence detection and evaluation use the following procedure:
1. System Control: 1 or 2 (dual system) or 1 (single system)
2. Turb Switch: AUTO or
Turb Pushbutton: Engaged
3. Mode: ALL/ALL WX or
ON PATH/ PATH WX
4. Range: As desired
Turbulence information is limited to the first 40 nm (60 nm if the Hazard
Display Configuration is installed). Turbulence within this range and
inside the turbulence envelope will be displayed in magenta.
The turbulence data is represented in a blocky shape, helping to
visually differentiate it from reflectivity data. If required, the display of
turbulence information may be turned off by setting the Turbulence
Select Switch to OFF, or by disengaging the Turbulence Pushbutton.
The turbulence detection feature of the RDR-4000 is quite sensitive as
compared to previous radar functionality. The threshold for displaying
indications of turbulence is based on the potential aircraft response to
that turbulence. Therefore, magenta blocks may be displayed on top of
any color, including black.
TYPICAL TURBULENCE DISPLAY
Limited to 40 nm Extended to 60 nm

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PREDICTIVE HAIL AND LIGHTNING (Hazard Display Feature)
If the Hazard Display Configuration of the radar system is installed,
icons will be displayed on top of the reflectivity to identify areas that
have the signature characteristics of hail, lightning, or both.
For hazard display use the following procedure:
1. System Control: 1 or 2 (dual system) or 1
(single system)
2. HZD Pushbutton: Engaged
3. Mode: ALL/ALL WX or
ON PATH/ PATH WX
4. Range: As desired.
The radar does not directly detect hail or lightning; it analyzes the data
in the 3D memory to identify areas that have a high probability of
containing these hazards.
Hail and lightning icons indicate that conditions in the associated
weather cell are conducive to the development of hail or lightning. They
do not guarantee that hail or lightning will be present, nor does the
absence of an icon guarantee that the condition will not be present.
Note that an icon cannot indicate the exact location of any expected hail
or lightning. Treat the entire weather cell or area as a threat.
See PLANNING A PATH on page 40 for details on how to utilize the
information provided by the Hail and Lightning Icons.
LIGHTNING ICON HAIL ICON

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REACT (Hazard Display Feature)
REACT stands for Rain Echo Attenuation Compensation Technique. As
the transmitted radar signal travels through heavy rain it loses power, or
becomes attenuated. If this attenuation is severe enough, weather
behind a storm cell may not be detectable, or it may be displayed as
being less severe than it actually is (e.g., green instead of yellow).
The Hazard Display Configuration of the RDR-4000 automatically
indicates areas where the radar signal has been attenuated. These
areas are shown as magenta arcs superimposed over the reflectivity in
the areas where the signal attenuation is significant. These arcs
indicate that there could be severe weather in that area, even though
only mild or no reflectivity is shown.
In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided. The geometry between the
aircraft and the attenuating weather may change as the flight
progresses. This may allow weather that was in the REACT area to
later be outside of the REACT field, and the radar will then more clearly
display weather in that area.