Honeywell IntuVue RDR-4000 Manual

IntuVue™ RDR-4000
IntuVue 3-D Automatic Weather Radar System
with Forward Looking Windshear Detection
For Boeing Commercial 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
060-4492-000 Table of Contents
Rev 7, February 2015i
TABLE OF CONTENTS
IntuVue™ RDR-4000 1
SECTION 1: INTRODUCTION 1
RDR-4000 OPERATIONAL ENHANCEMENTS 1
OPERATIONAL LIMITATIONS AND CONSIDERATIONS 3
SECTION 2: SIMPLIFIED OPERATING PROCEDURES 5
ON/OFF 5
TEST 6
TEST PATTERNS 7
TAKEOFF AND DEPARTURE 8
CLIMB UP TO FL200 8
CRUISE ABOVE FL200 9
DESCENT AND APPROACH 9
AVOIDANCE MANEUVERS 10
SECTION 3: EXPANDED OPERATING INSTRUCTIONS 11
TURN ON AND TEST 11
SYSTEM SELECTION 12
WEATHER DETECTION 13
AUTOMATIC WEATHER MODE (AUTO) 13
TURBULENCE DETECTION 15
PREDICTIVE HAIL AND LIGHTNING (HAZARD DISPLAY
FEATURE) 16
REACT (HAZARD DISPLAY FEATURE) 17
PREDICTIVE WINDSHEAR (PWS) DETECTION 18
WEATHER ANALYSIS 24
FULL COVERAGE GROUND MAP MODE (MAP) 25
GAIN CONTROL (GAIN) 27
HAZARD DISPLAY SUPPRESSION 29
SECTION 4: EQUIPMENT DESCRIPTION 31
UNIT DESCRIPTIONS 31
RP-1 RADAR PROCESSOR 31
TR-1 TRANSMITTER/RECEIVER 31
DA-1A/B WITH FP30-1 ANTENNA DRIVE 31

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CP-1A/1B CONTROL PANELS 32
ELECTRONIC FLIGHT DISPLAY 32
OPERATING CONTROLS 33
SYSTEM CONTROL 33
MODE SELECTION 34
MANUAL ALTITUDE CONTROL 34
GAIN CONTROL 34
DISPLAY ANNUNCIATIONS 35
DISPLAY COLORS 36
FAULT ANNUNCIATIONS 36
SECTION 5: PRINCIPLES OF WEATHER RADAR USE 39
WEATHER RADAR PRINCIPLES 39
STORM CELL CHARACTERISTICS 40
PLANNING APATH 42
AZIMUTH RESOLUTION 45
ANGULAR RESOLUTION EFFECT ON VERTICAL
RESOLUTION 45
SHADOWED AREAS 46
EFFECTS OF INTERFERING RF SOURCES 47
RADAR WINDSHEAR DETECTION 50
WINDSHEAR/MICROBURST DESCRIPTION 50
WINDSHEAR/MICROBURST DETECTION PROCESS 50
WINDSHEAR AVOIDANCE FLYING 51
SECTION 6: RDR-4000 TECHNICAL OPERATION 53
3D VOLUMETRIC MEMORY SCANNING/PROCESSING 53
GROUND CLUTTER EXTRACTION 54
FLIGHT PATH WEATHER VS. SECONDARY WEATHER 55
ENVELOPE BOUNDARY DEFINITION 56
MANUAL WEATHER ANALYSIS MODE (MAN): CONSTANT
ALTITUDE 57
PREDICTIVE HAIL AND LIGHTNING ICONS 59
APPENDIX 61
SAFETY INFORMATION 61
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL) 62

IntuVue RDR-4000 Weather Radar Pilot's Guide
060-4492-000 Introduction
Rev 7, February 20151
SECTION 1: INTRODUCTION
Welcome to Honeywell’s IntuVue 3-D Automatic Weather Radar
System, the 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.
oAutomatically corrects for curvature of the earth.
oPilots can choose among display options as desired.

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•Internal Topography Database
oUsed to reduce ground clutter in weather displays and to reduce
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 AUTO mode, weather that is far above or below the aircraft’s
flight path is displayed in a different pattern than Flight Path
Weather.
oIn MAN mode, view horizontal slices through the weather in
1,000-foot increments, from ground level to 60,000 ft.
•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.

IntuVue RDR-4000 Weather Radar Pilot's Guide
060-4492-000 Introduction
Rev 7, February 20153
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 AUTO mode
(regardless of range selected). If the Hazard Display features are
installed, turbulence will be displayed for the first 60 nm, and will be
available in both AUTO and MAN 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 antenna scans are
interleaved. The windshear detection operation is transparent to the
crew unless an alert is issued.
•Leave the system OFF or in TEST mode until it is safe to operate the
radar (see ON/OFF on page 5). While OFF or in TEST mode 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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IntuVue RDR-4000 Weather Radar Pilot's Guide
060-4492-000 Simplified Operating Procedures
Rev 7, February 20155
SECTION 2: SIMPLIFIED OPERATING PROCEDURES
ON/OFF
There is no traditional OFF switch on the RDR-4000 control panel. 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 knob on the Radar control panel is set to TEST
while the aircraft is on the ground and the Predictive Windshear
(PWS) Qualifiers are not satisfied. (See AUTOMATIC WINDSHEAR
MODE ACTIVATION on page 18.)
•Or WXR is deselected on both Electronic Flight Display control
panels while the aircraft is on the ground and the PWS Qualifiers are
not satisfied. (See AUTOMATIC WINDSHEAR MODE ACTIVATION
on page 18.)
The Radar is ON (Transmitting) when:
•The System Control knob on the Radar control panel is set to L or R
(dual system) or NORM (single system) and WXR is selected on at
least one Electronic Flight Display control panel while the aircraft is
on the ground.
•Or the PWS Qualifiers are satisfied while the aircraft is on the ground.
(See AUTOMATIC WINDSHEAR MODE ACTIVATION on page 18.)
•Or the aircraft is in the air, regardless of any other settings.
Radar data is shown on the display when:
•WXR is selected on the Electronic Flight Display control panel and
TEST is NOT selected on the Radar control panel.
•Or there is a PWS Alert. (See WINDSHEAR ALERT REGIONS on
page 18.)

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TEST
•System Control: TEST
•Mode: ANY
•Gain: CAL
•Range: 10 to 320 nm
•Select WXR on the Electronic Flight Display control panel.
•It is good practice to run the test sequence after system power-up or
after a system fault has occurred. This may be performed by the
flight crew or by maintenance personnel.
•The test sequence may be run at any time as desired.
•Note the test pattern on the display (see examples on page 7).
•Observe the Test Sequence shown below (when on ground only).
•Check for weather-related fault messages on the displays. It may
take up to 20 seconds after test completion for fault messages to
appear. (Fault messages are installation dependent. See FAULT
ANNUNCIATIONS on page 36 for examples.)
•If a fault message appears, follow standard operating/maintenance
procedures. (See also FAULT ANNUNCIATIONS on page 36.)
•Some configurations will show a TEST COMPLETE indication on the
test pattern once the test has finished. See examples on page 7.
•For systems without the TEST COMPLETE indication, leave the
system in TEST for at least 50 seconds to ensure test completion.
•For a dual system select TEST on the other system and repeat.
•In test mode there is no radiation hazard to nearby personnel.
•The configuration of the RDR-4000 installed in your aircraft can be
determined by examining the test pattern. See page 7.
•Leave the system in TEST mode until it is safe to operate the radar.
When safe to do so select NORM or L/R.
Test Sequence
“Whoop, Whoop,” or “Monitor Radar Display” is selected at installation.
Time
TEST Selected
Approx
2 Sec.
Approx
4 Sec.
Approx
6 Sec.
PWS FAIL/INOP On OFF (ON if failure is detected)
PWS VISUAL
ALERTS
Off
Amber
(WINDSHEAR)
Red
(WINDSHEAR)
PWS AURAL
ALERTS None
Tone “Whoop, Whoop”
or "Monitor Radar
Display”
“Go Around, Windshear
Ahead, … Windshear
Ahead, Windshear Ahead”
DISPLAY Normal Test Pattern (No PWS Icon)

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TEST PATTERNS
Configurations without Hazard Display Features or
Test Complete Indication.
Configurations without Hazard Display Features,
but with Test Complete Indication.
Configurations with Hazard Display Features
(includes Test Complete Indication).

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TAKEOFF AND DEPARTURE
•System Control: L or R (dual system) or NORM (single system)
•Mode: AUTO
•Gain: CAL or as required to assess threats. (Refer to GAIN
CONTROL on page 27 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.
•In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 17).
•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 42 for more information.
CLIMB UP TO FL200
•System Control: L or R (dual system) or NORM (single system)
•Mode: AUTO
•Gain: CAL or as required to assess threats. (Refer to GAIN
CONTROL on page 27 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.
•In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 17).
•See PLANNING A PATH on page 42 for more information.

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CRUISE ABOVE FL200
•System Control: L or R (dual system) or NORM (single system)
•Mode: AUTO
•Gain: CAL or as required to assess threats. (Refer to GAIN
CONTROL on page 27 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 these
ranges Flight Path and Secondary Weather will become more
prominent and MAN 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.
•In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 17).
•See PLANNING A PATH on page 42 for more information.
DESCENT AND APPROACH
•System Control: L or R (dual system) or NORM (single system)
•Mode: AUTO
•Gain: CAL or as required to assess threats. (Refer to GAIN
CONTROL on page 27 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.
•In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 17).
•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 42 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.
•In areas where the REACT field is shown, expect the possibility of
weather that may need to be avoided (see page 17).
•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 42 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.
MAN MODE:
SLICE AT 20.000 FT
(AT A/C ALTITUDE)
AUTO WEATHER
MODE
MAN MODE:
SLICE AT 10,000 FT
(10,000 FT BELOW A/C)
MAN MODE:
SLICE AT 30,000 FT
(10,000 FT ABOVE A/C)

IntuVue RDR-4000 Weather Radar Pilot's Guide
060-4492-000 Expanded Operating Instructions
Rev 7, February 201511
SECTION 3: EXPANDED OPERATING INSTRUCTIONS
TURN ON AND TEST
The on-ground system test may be performed by
the flight crew or by maintenance personnel. This
test will provide a comprehensive check of system
performance.
1. Select weather (WXR) on at least one display.
2. Set the radar system controls as follows:
a. System Control: TEST.
b. Gain: CAL.
c. Range Selection: any range.
The system initiates Built-In Test (BIT) when TEST mode is selected for
at least five seconds. While in TEST mode, a test pattern is transmitted
to the active displays. The following table indicates the timing sequence
of visual and aural alerts.
“Whoop, Whoop,” or “Monitor Radar Display” is selected at installation.
3. Check the displays:
a. Confirm the presence of test bands. See examples on page 7.
b. Confirm that the alphanumeric legends are displayed.
c. It may take up to 20 seconds after test completion for fault
messages to appear. If no fault appears, the test is successful.
d. If the test bands are missing and the name of a line replaceable
unit (LRU) appears on the display, there is a fault in that unit.
Refer to FAULT ANNUNCIATIONS on page 36.
4. For dual systems, repeat the test sequence on the other side.
The antenna will remain parked except for a brief test where a box-
shaped scan pattern is performed once. This test does not pose a
hazard to personnel on the ground. Test mode will complete in
approximately 50 seconds. Some electronic displays may display test
information differently. Refer to the Airplane Flight Manual or
Supplement for specific annunciations related to the weather radar.
Time
TEST Selected
Approx.
2 Sec.
Approx.
4 Sec.
Approx.
6 Sec.
PWS FAIL/INOP On OFF (ON if failure is detected)
PWS VISUAL
ALERTS
Off
Amber
(WINDSHEAR)
Red
(WINDSHEAR)
PWS AURAL
ALERTS None
Tone “Whoop, Whoop”
or "Monitor Radar
Display”
“Go Around, Windshear
Ahead, … Windshear
Ahead, Windshear Ahead”
DISPLAY Normal Test Pattern (No PWS Icon)

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SYSTEM SELECTION
Radar data is displayed whenever WXR mode is selected on any
electronic display or on a dedicated radar indicator. When on the
ground, the radar will not transmit if WXR is deselected or if the radar is
in TEST mode. When in the air the radar scans continuously, always
updating the memory so that current weather is immediately available.
This is true even if TEST is selected or if WXR is deselected on all
displays. (See also ON/OFF on page 5.)
Dual radar systems (two independent radar processing systems)
include the CP-1B control panel. In this case, place the System Control
Knob in either the L or R position to select the left or right system for
normal weather mode. It is good practice to switch sides at the start of
each flight.
Single radar systems (only one radar processing system) utilize the
single –system control panel (CP-1A). In this case, place the System
Control Knob in the NORM position to select the normal weather mode.
On initial activation of the radar, or when switched from one system to
the other (L or R), 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 from one side of the radar to the other while in
flight, except in the case of the failure of one side.

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WEATHER DETECTION
AUTOMATIC WEATHER MODE (AUTO)
GENERAL DESCRIPTION
AUTO mode provides 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 CAL) is as follows:
Reflectivity Color Codes (Gain at CAL)
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
FLIGHT PATH 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 Secondary Weather, and is displayed with black stripes
through it.
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 (see
ENVELOPE BOUNDARY DEFINITION on page 56). 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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SECONDARY WEATHER
Secondary Weather is displayed for situational awareness and to aid in
making changes to your flight plan to avoid Flight Path Weather. See
the examples to visualize the displayed weather.
UNDERSTANDING THE DISPLAY IN AUTO MODE
In AUTO mode, the RDR-4000 projects a 3D 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 Flight 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 Secondary Weather.
Stronger returns outside the envelope (Secondary Weather) never
override the strongest returns displayed as Flight 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: L or R (or
NORM for single system)
2. Mode: AUTO (also
available in MAN mode if
the Hazard Display
Configuration is installed)
3. 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 Flight Path Weather envelope will be displayed in magenta.
The turbulence data is represented in a blocky shape, helping to visually
differentiate it from reflectivity data.
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.
If the Hazard Display Configuration of the radar system is installed, the
GAIN knob can be used to temporarily suppress the display of Hazard
Icons and Turbulence Indication. See HAZARD DISPLAY
SUPPRESSION on page 29 for details.
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. 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 PATH PLANNING CONSIDERATIONS on page 43 for details on
how to utilize the information provided by the Hail and Lightning Icons.
If the Hazard Display Configuration of the radar system is installed, the
GAIN knob can be used to temporarily suppress the display of Hazard
Icons and Turbulence Indication. See HAZARD DISPLAY
SUPPRESSION on page 29 for details.