Airbus MultiScan V1 and V2 - 5230823866 (Compressed) PDF

operator’s
guide
MultiScan™ (V1) and MultiScan
ThreatTrack™ Radar Airbus
A318, A319, A320, A321, A330
Export Control Classification Number (ECCN) for this document

is 6E991.
© 2016 Rockwell Collins. All rights reserved.

Printed in the USA
For product orders or inquiries, please contact:
Rockwell Collins
Customer Response Center
400 Collins Rd NE M/S 133-100
Cedar Rapids, IA 52498-0001
TELEPHONE: 1.888.265.5467
INTERNATIONAL: 1.319.265.5467
FAX NO: 1.319.295.4941
EMAIL: response@rockwellcollins.com
SOFTWARE COPYRIGHT NOTICE

© 2016 Rockwell Collins. All rights reserved.
All software resident in the equipment covered by this publication is
protected by copyright.
MultiScan™ Radar OPERATOR’S GUIDE
WRT-2100 Table of Contents
TABLE OF CONTENTS
Tab Title Page
1 INTRODUCTION
Safety Summary .................................................................... 1-2
Notices ................................................................................... 1-4
List of Acronyms and Abbreviations ...................................... 1-4
2 OVERVIEW
Introduction ............................................................................ 2-1
Objectives .......................................................................... 2-1
Keeping Passengers and Crew Members Safe ................. 2-1
Enable Efficient Aircraft Operation ..................................... 2-1
Lower Operating Risks ....................................................... 2-2
MultiScan Overview ............................................................... 2-3
MultiScan ........................................................................... 2-3
MultiScan V1 ...................................................................... 2-5
MultiScan THREATTRACK ................................................ 2-7
Notes .................................................................................. 2-8
3 CONTROLS (MULTISCAN V1)

Controls (Multiscan v1) .......................................................... 3-1
General Controls ................................................................... 3-1
MAN/AUTO ........................................................................ 3-1
GCS (Ground Clutter Suppression) ................................... 3-3
SYS (System) .................................................................... 3-3
PWS (Predictive Windshear) ............................................. 3-3
Mode Controls ....................................................................... 3-4
WX (WEATHER) ................................................................ 3-4
WX+T (WEATHER + TURBULENCE) ............................... 3-6
TURB (Turbulence) ............................................................ 3-8
MAP ................................................................................... 3-9
TILT Control ........................................................................... 3-9
GAIN Control ....................................................................... 3-10
Recommended Operating Mode ......................................... 3-11
4 DISPLAYS
Gain — Standard Radar Colors/Reflectivity Rates ................ 4-1
GAIN (MAN Operation) ...................................................... 4-1
Automatic Temperature Based Gain (AUTO Opera-
tion) .................................................................................... 4-4
Quiet, Dark Cockpit ............................................................... 4-7
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Table of Contents WRT-2100
Tab Title Page

Attenuation .......................................................................... 4-10
Attenuation and the Display of Long Range
Weather ........................................................................... 4-11
Sensitivity Time Control (STC) ......................................... 4-12
“Radar Shadow” ............................................................... 4-14
Path Attenuation Compensation (PAC) and PAC
ALERT ............................................................................. 4-16
Beam Width and Cell Height Resolution ............................. 4-18
Forward Looking Windshear ................................................ 4-21
Windshear Detection Regions ......................................... 4-23
5 RADAR INTERPRETATION
What Does Green Mean? ...................................................... 5-1
Manual Operating Techniques and the Color Green .......... 5-1
Increased Gain at Cruise Altitude ...................................... 5-2
Radar Interpretation, Low Altitude Operations ...................... 5-5
Stratiform Rain ................................................................... 5-5
Bright Band/Monsoon ........................................................ 5-5
Non-Reflective Weather at Intermediate Altitudes ................. 5-8
Radar Interpretation, High Altitude Operations .................... 5-14
Radar Interpretation, Navigable/Non-Navigable
Weather ............................................................................... 5-16
Introduction ...................................................................... 5-16
Navigable Weather ........................................................... 5-17
Non-Navigable Weather ................................................... 5-24
Over Sensitivity .................................................................... 5-26
Spoking ................................................................................ 5-29
Service Bulletin (SB) Overview ............................................ 5-31
SB502 (MultiScan V1) ...................................................... 5-32
SB503 .............................................................................. 5-35
Part Numbers 822-1710-401 & 822-1710-411
(ThreatTrack) ................................................................... 5-40
6 MULTISCAN THREATTRACK
Introduction ............................................................................ 6-1
Directly Detected Threats ...................................................... 6-2
Core Threat Analysis ......................................................... 6-2
Predictive OverFlight .......................................................... 6-4
Two-Level Enhanced Turbulence ....................................... 6-7
Associated Threat (Hail, Lightning and Turbulence
Prediction) ............................................................................. 6-8
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Tab Title Page

Mid Altitude Associated Threat (Lightning Predic-
tion) .................................................................................... 6-9
Mature Cell Associated Threat (Hail, Lighting and Turbulence
Prediction) ........................................................................ 6-11
Anvil Top Associated Threat ............................................ 6-14
Associated Threat Operational Guidelines and Interpreta-
tion ....................................................................................... 6-15
Associated Threat Operational Guidelines ...................... 6-15
Associated Threat Interpretation (Examples) ................... 6-16
7 MULTISCAN THREATTRACK™ - HOW IT WORKS

Primary Technologies ............................................................ 7-1
Flight Path Hazard Analysis ............................................... 7-1
Beam to Beam Power Comparison .................................... 7-2
Automatic Temperature Based Gain .................................. 7-7
Geographic Weather CorrelationTM .................................. 7-9
Track While Scan Threat Analysis (MultiScan
ThreatTrack) ..................................................................... 7-15
Secondary Technologies ..................................................... 7-17
OverFlightTM Protection .................................................. 7-17
SmartScanTM .................................................................. 7-18
TrueZeroTM Three Axis Trim Correction ......................... 7-20
Radar Scan and Tilt Philosophy ....................................... 7-20
Radiation Hazard ................................................................. 7-21
8 MANUAL OPERATING TECHNIQUES

Tilt Control ............................................................................. 8-1
Low Altitude Tilt Control (Below 10 000 ft) ......................... 8-2
Mid Altitude Tilt Control (10 000 – 25 000 ft) ...................... 8-3
High Altitude Tilt Guidelines (25 000 ft and Above) ........... 8-5
Tilt Settings When Descending from High Altitude .......... 8-10
Oceanic Tilt Settings ........................................................ 8-11
Long Range Weather Detection .......................................... 8-12
Recommended Manual Radar Operating Proce-
dures .................................................................................... 8-14
9 APPENDIX
Manual Notes ........................................................................ 9-1
Frequently Asked Questions ................................................. 9-2
INDEX ................................................................................ Index-1
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WRT-2100 List of Illustrations
LIST OF ILLUSTRATIONS
Figure Title Page
2-1 MultiScan Quiet Dark Cockpit Efficient Deviation ................. 2-2

2-2 Hail and Lightning Display .................................................... 2-3
2-3 Original MultiScan Technology ............................................. 2-4
2-4 Quiet, Dark Cockpit Concept (6000 ft Line) .......................... 2-5
2-5 Quiet, Dark Cockpit Example ............................................... 2-6
2-6 Thunderstorm Reflectivity ..................................................... 2-7
2-7 Track While Scan ................................................................. 2-7
2-8 MultiScan ThreatTrack Radar Display Icons ........................ 2-8
3-1 Airbus Radar Control Panel .................................................. 3-1
3-2 Navigation Display with Radar in Automatic Mode ............... 3-2
3-3 Navigation Display with Radar in Manual Mode ................... 3-2
3-4 Weather Display to 300 NM .................................................. 3-5
3-5 Weather Plus Turbulence Mode at 40 NM ............................ 3-6
3-6 Weather Plus Turbulence at 80 NM ...................................... 3-7
3-7 TURB Mode .......................................................................... 3-8
3-8 Map Mode ............................................................................ 3-9
3-9 Radar Control Panel ........................................................... 3-10
3-10 Navigation Display with the Radar in CAL Gain ................. 3-10
3-11 Navigation Display with the Radar in MAN Gain ................ 3-11
3-12 Recommended Operating Mode ........................................ 3-11
4-1 Standard Radar Reflectivity (Rain Fall) Rates ...................... 4-1
4-2 Changes in Gain Setting ....................................................... 4-3
4-3 Low Altitude Scan ................................................................. 4-4
4-4 Mid Altitude Scan .................................................................. 4-5
4-5 High Altitude Scan ................................................................ 4-5
4-6 Thunderstorm — Viewed from the Cockpit ........................... 4-6
4-7 Automatic Temperature Based Gain ..................................... 4-6
4-8 Quiet, Dark Cockpit with HUD (Weather) ............................. 4-8
4-9 Weather Appears to be at Aircraft Altitude ........................... 4-9
4-10 Non-Threat Weather ........................................................... 4-10
4-11 Range Attenuation .............................................................. 4-11
4-12 Line of Cells ........................................................................ 4-12
4-13 Sensitivity Time Control Graph ........................................... 4-12
4-14 Sensitivity Time Control on ND — 50 NM ........................... 4-13
4-15 Sensitivity Time Control on ND — 40 NM ........................... 4-14
4-16 Radar Attenuation Sequence ............................................. 4-15
4-17 PAC Alert — Attenuated Regions (Radar Shadow) ............ 4-16
4-18 PAC Alert — Cockpit View .................................................. 4-17
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List of Illustrations WRT-2100
Figure Title Page
4-19 PAC Alert — AUTO CAL Gain ............................................ 4-17

4-20 PAC Alert — ND ................................................................. 4-18
4-21 3.5 Degree Radar Beam Width .......................................... 4-19
4-22 Cell Height Resolution Sequence — 240 NM ..................... 4-19
4-25 Windshear Alert and Displays ............................................ 4-22
4-26 Windshear from Cockpit — Example 1 ............................... 4-22
4-29 Windshear Detection Coverage .......................................... 4-24
5-1 What Does Green Mean — MAN Max Gain ......................... 5-1
5-2 What Does Green Mean — MAN CAL Gain ......................... 5-2
5-3 Increased Gain at Cruise — MAN CAL Gain ........................ 5-3
5-4 Increased Gain at Cruise — MAN MAX Gain ....................... 5-3
5-5 Increased Gain at Cruise — AUTO CAL Gain ...................... 5-4
5-6 Stratiform Rain Display ......................................................... 5-5
5-7 Ground Based Vertical Weather Radar Presentation ........... 5-6
5-8 Bright Band/Monsoon — CAL Gain ...................................... 5-7
5-9 Bright Band/Monsoon — Reduced Gain .............................. 5-8
5-10 Updraft/Downdraft Popcorn Clouds ...................................... 5-9
5-11 Non-Reflective Weather — Cockpit View Example 1 .......... 5-10
5-12 Non-Reflective Weather ND — Example 1 ......................... 5-11
5-13 Non-Reflective Weather Cockpit View — Example 2 .......... 5-12
5-14 Non-Reflective Weather ND — Example 2 ......................... 5-13
5-15 Radar Interpretation, High Altitude ..................................... 5-14
5-16 High Altitude Icing Event .................................................... 5-15
5-17 Radar Interpretation — Introduction ................................... 5-16
5-18 Navigable Weather ND — Example 1 ................................ 5-17
5-19 Navigable Weather — Cockpit View Example 1 ................. 5-18
5-20 Navigable Weather ND — Example 2 ................................ 5-19
5-21 Navigable Weather — Cockpit View Example 2 ................. 5-19
5-22 Sensitivity Time Control on ND ........................................... 5-20
5-23 Navigable Weather ND— Example 3 ................................. 5-21
5-24 Navigable Weather — AUTO CAL Gain ............................. 5-22
5-25 Bad Weather Disappears ................................................... 5-23
5-26 Bad Weather — Example 1 ................................................ 5-24
5-30 Average Radar Return ........................................................ 5-27
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WRT-2100 List of Illustrations
Figure Title Page
5-31 Over Sensitivity — ND ........................................................ 5-28

5-32 Examples of Spoking .......................................................... 5-30
5-33 Spoking — Sunrise Examples ............................................ 5-31
5-34 Spoking — Sunrise on Radar Example .............................. 5-31
5-35 Over Sensitivity with Turbulence Mode .............................. 5-33
5-36 Blooming ............................................................................. 5-34
5-37 Blooming Description .......................................................... 5-35
5-38 Oceanic Sensitivity ............................................................. 5-36
5-39 Stratiform Weather, Over Warning ...................................... 5-37
5-40 Single Cells, Over Warning ................................................. 5-38
5-41 Line of Cells, Over Warning ................................................ 5-39
6-1 Airbus MultiScan ThreatTrack Control Panel ........................ 6-1
6-2 ThreatTrack — Core Threat .................................................. 6-3
6-3 MultiScan Weather Returns .................................................. 6-4
6-4 Predictive OverFlight — Thunderstorm Cells ....................... 6-5
6-5 Predictive OverFlight Icon .................................................... 6-5
6-6 Predictive OverFlight — Operational Example ..................... 6-6
6-7 Two-Level Enhanced Turbulence ......................................... 6-8
6-8 Cell Life Cycle ....................................................................... 6-8
6-9 Mid Altitude Associated Threat (Lightning Prediction) .......... 6-9
6-10 Lightning Strike vs. Freezing Level .................................... 6-10
6-11 Mid Altitude Associated Threat Criteria .............................. 6-11
6-12 Mature Cell Associated Threat Icon ................................... 6-12
6-13 Mature Cell Associated Threat — Cell Development .......... 6-13
6-14 Mature Cell Associated Threat ........................................... 6-13
6-15 Anvil Top Associated Threat — Cockpit View ..................... 6-14
6-16 Anvil Top Associated Threat ............................................... 6-14
6-17 Anvil Top Associated Threat — Below and Above 25 000
ft. ......................................................................................... 6-15
6-18 Associated Threat Interpretation Example 1 ...................... 6-17
6-22 Associated Threat Interpretation — Lightning Strike .......... 6-19
7-1 Flight Path Hazard Analysis — Stages of Flight ................... 7-2
7-2 Flight Path Hazards — Single Pulse Return ......................... 7-2
7-3 Flight Path Hazards — Flashlight Beam ............................... 7-3
7-4 Flight Path Hazards — Radar Reflectors ............................. 7-4
7-5 Ground Clutter Elimination ................................................... 7-5
7-6 Ground Clutter Elimination — MAN and AUTO/CAL
Operation .............................................................................. 7-5
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List of Illustrations WRT-2100
Figure Title Page

7-7 Quiet, Dark Cockpit .............................................................. 7-6
7-8 Quiet, Dark Cockpit — Threat Weather ................................ 7-7
7-9 Thunderstorm Cell — Radar Top vs. Visual Top .................. 7-8
7-10 Automatic Temperature Based Gain ..................................... 7-8
7-11 Thunderstorm — Land .......................................................... 7-9
7-12 Thunderstorm — Oceanic .................................................. 7-10
7-13 Thunderstorm Vertical Reflectivity Characteristics (Based on
Region) ............................................................................... 7-11
7-14 Worldwide Weather Variation ............................................. 7-12
7-15 Worldwide Weather Variation — Intertropical Convergence
Zone ................................................................................... 7-12
7-16 Geographic Weather Correlation Technology ..................... 7-14
7-17 Why Threat Analysis ........................................................... 7-15
7-18 Track While Scan — Core Data .......................................... 7-16
7-19 Track While Scan — Vertical Analysis ................................ 7-16
7-20 Individual Cell Analysis ....................................................... 7-17
7-21 MultiScan of Over-Scanning Thunderstorms ...................... 7-18
7-22 OverFlight Protection .......................................................... 7-18
7-23 SmartScan .......................................................................... 7-19
8-1 Manual Operation Tilt Angle ................................................. 8-2
8-2 Initial Climb Out .................................................................... 8-3
8-3 Tilt Technique, 40 and 80 NM Range Scales ....................... 8-4
8-4 Tilt Technique, 160 NM Range Scale ................................... 8-5
8-5 High Altitude Ice Crystal Formation ...................................... 8-6
8-6 MulitScan of Over-Scanning Thunderstorms ........................ 8-7
8-7 Radar at 80 NM, Mid Altitude ............................................... 8-8
8-8 Radar Displays Using Split Function .................................... 8-9
8-9 MAN MAX Gain .................................................................. 8-10
8-10 Result of Not Raising Tilt as Altitude Decreases ................ 8-10
8-11 Radar Display with Tilt Too Low .......................................... 8-11
8-12 Long Range Scan with Minimal Tilt Down .......................... 8-12
8-13 Long Range Scan with Increased Down Tilt ....................... 8-13
8-14 Weather Return Visible at Edge of Radar Horizon ............. 8-14
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MultiScan™ Radar INTRODUCTION
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 1-1
Safety Summary ............................................................................... 1-2
Notices ............................................................................................. 1-4
List of Acronyms and Abbreviations ................................................. 1-4
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INTRODUCTION MultiScan™ Radar
WRT-2100
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WRT-2100
INTRODUCTION
The purpose of this manual is to provide operational guidance for the
MultiScanTM (V1) and MultiScan ThreatTrackTM Radar systems. The
majority of the manual applies equally to both systems. However, page
6-1 provides operational guidance specific to the ThreatTrack system.
The red speckles in this picture indicate hail, lightning, and turbulence
potential that have been predicted by the MultiScan ThreatTrack
system. MultiScan ThreatTrack operational guidance can be found on
page 6-1 of this manual.
Warnings, Cautions, Notes, and Tips
Warnings are used to call attention to the use of pro-
cesses, methods, procedures or limits which must
be followed precisely to avoid injury to persons.
Cautions are used to call attention to methods and proce-
dures which must be followed to avoid damage to equipment.
Notes are used to call attention to methods which make the job easier.
Tips are used to call attention to important items for the pilot to do, but
not doing so will not be a safety issue.
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1 Mar 2016 1-1
Safety Summary WRT-2100
To submit comments regarding this manual, please contact:
Rockwell Collins Services

350 Collins Rd NE
Cedar Rapids, IA 52498-0001
Attn: Technical Operations M/S 153-250
or send email to: PubsTrain@rockwellcollins.com
SAFETY SUMMARY
WARNING
WEATHER RADAR MUST NEVER BE USED AS A PRIMARY
COLLISION-AVOIDANCE OR GROUND PROXIMITY WARNING
DEVICE. WHILE THE WEATHER RADAR CAN SUPPLY SOME
TERRAIN INFORMATION, IT REMAINS FUNDAMENTALLY
THE PILOT’S RESPONSIBILITY TO BE ALERT TO THESE
DANGEROUS SITUATIONS AND USE ALL INFORMATION
AT HIS DISPOSAL TO MAINTAIN MAXIMUM SAFETY AND
COMFORT FOR HIMSELF, HIS CREW, HIS PASSENGERS, AND
HIS AIRCRAFT.
WARNING
MIN GAIN SHOULD ONLY BE USED FOR MOMENTARY
WEATHER EVALUATION. GAIN SHOULD THEN BE RETURNED
TO THE CAL POSITION IN ORDER TO AVOID UNDER
REPRESENTING THE THUNDERSTORM THREAT.
WARNING
NEVER FLY INTO AN ATTENUATED REGION (RADAR SHADOW).
SUBSTANTIAL WEATHER THREATS MAY BE PRESENT THAT
ARE MASKED BY THE INTERVENING WEATHER.
WARNING
BLOOMING TO RED MAY INDICATE SEVERE TURBULENCE
DUE TO A CELL GROWING INTO THE AIRCRAFT FLIGHT
PATH. DEVIATION IS RECOMMENDED IF BLOOMING TO RED
OCCURS.
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WRT-2100 Safety Summary
WARNING
WHEN MAN IS SELECTED THE RADAR FUNCTIONS AS A
TRADITIONAL WEATHER RADAR. TILT AND GAIN MUST BE
CONTROLLED MANUALLY. AUTO IS RECOMMENDED IN ALL
PHASES OF FLIGHT.
WARNING
IN MAN MODE, AUTOMATIC FEATURES THAT ARE DESIGNED
TO PREVENT INADVERTENT THUNDERSTORM TOP
PENETRATION (TEMPERATURE BASED GAIN, OVERFLIGHT
PROTECTION, GEOGRAPHIC THRESHOLDS) ARE DISABLED.
SEE page 8-7 FOR SPECIAL MANUAL PROCEDURES TO
PREVENT INADVERTENT CELL TOP PENETRATION.
WARNING
ABOVE 10 000 FT. TILT SHOULD BE ADJUSTED DOWNWARDS
(SEE page 8-3). FAILURE TO ADJUST THE TILT DOWNWARD
ABOVE 10 000 FT. MAY CAUSE THE RADAR TO OVER SCAN
THE REFLECTIVE PORTION OF CELLS AND RESULT IN
INADVERTENT THUNDERSTORM TOP PENETRATION.
WARNING
WHEN IN MANUAL MODE, THE 160 NM RANGE SCALE SHOULD
BE USED STRATEGICALLY FOR DETECTION OF LONG RANGE
WEATHER. TILT WILL BE HIGHER THAN FOR THE 80 NM
RANGE SCALE AND THIS INCREASES THE LIKELIHOOD OF
INADVERTENT CELL TOP PENETRATION. AFTER VIEWING
THE LONG RANGE WEATHER, RETURN TO THE 80 NM RANGE
SCALE.
WARNING
OVER-SCANNING AND SUBSEQUENT INADVERTENT
THUNDERSTORM TOP PENETRATION IS A SIGNIFICANT
THREAT DURING HIGH ALTITUDE MANUAL OPERATIONS.
WARNING
DURING MANUAL OPERATION, CELLS THAT FALL OFF THE
DISPLAY WITHIN 40 NM OF THE AIRCRAFT SHOULD BE
AVOIDED, EVEN THOUGH THEY ARE NO LONGER ON THE
DISPLAY. THE NON-REFLECTIVE CELL TOP MAY STILL BE AT
THE AIRCRAFT ALTITUDE.
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1 Mar 2016 1-3
Notices WRT-2100
NOTICES
This guide is for training purposes only. Individual operators may set
specific operating procedures which may not be the same as those
described in this guide. Refer to the appropriate airplane flight manuals
for information specific to your airplane.
LIST OF ACRONYMS AND ABBREVIATIONS

AFM Aircraft Flight Manual
AGL Above Ground Level
FAA Federal Aviation Administration
FMS Flight Management System
HMI Human Machine Interface
HUD Heads Up Display
ITCZ Intertropical Convergence Zone
MAX Maximum
MIN Minimum
ND Navigation Display
NM Nautical Mile
PAC Path Attenuation Compensation
PF Pilot Flying
PNF Pilot Not Flying
R/T Receiver/Transmitter
STC Sensitivity Time Control
TAT Total Air Temperature
TRMM Tropical Rainfall Measuring Mission
TURB Turbulence
VIL Vertically Integrated Liquid
WX Weather
WX+T Weather+Turbulence
WX+T+HZD Weather+Turbulence+Hazard
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MultiScan™ Radar OVERVIEW
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 2-1

Objectives ..................................................................................... 2-1
Keeping Passengers and Crew Members Safe ............................ 2-1
Enable Efficient Aircraft Operation ................................................ 2-1
Lower Operating Risks ................................................................. 2-2
MultiScan Overview .......................................................................... 2-3

MultiScan ...................................................................................... 2-3
MultiScan V1 ................................................................................. 2-5
MultiScan THREATTRACK ........................................................... 2-7
Notes ............................................................................................ 2-8
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OVERVIEW MultiScan™ Radar
WRT-2100
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WRT-2100 Introduction
OVERVIEW
INTRODUCTION
OBJECTIVES
Rockwell Collins’ MultiScan Radar utilizes multiple innovations that
combine the latest in weather research with radar technology in order to
accomplish three primary objectives:
1. Keep passengers and crew members safe.
2. Allow flight crews to operate the aircraft efficiently.
3. Lower operating risks.
KEEPING PASSENGERS AND CREW MEMBERS SAFE

Rockwell Collins’ MultiScan Radar incorporates multiple technologies
(described later in this manual) to decrease the likelihood of unexpected
turbulence encounters. The radar eliminates ground clutter, displays
threat weather out to 320 Nautical Mile (NM), and estimates and
determines if cell tops are at the aircraft altitude. The latest ThreatTrack
software examines the characteristics of the cells to determine
their relative threat, predicts growing/mature thunderstorm related
turbulence, provides a two level enhanced turbulence display, and
enables hail and lightning prediction.
Furthermore, MultiScan’s Quiet, Dark Cockpit philosophy shows flight
crews all threats at a glance without having to manipulate the radar’s
controls or look at multiple displays. This reduces pilot workload,
reduces cockpit distractions and enables a safer flight.
Finally, MultiScan incorporates basic safety functions that have been
standard in Rockwell Collins radars for almost two decades; windshear
detection and attenuation alert.
ENABLE EFFICIENT AIRCRAFT OPERATION

The MultiScan Radar utilizes the Quiet, Dark, Cockpit philosophy and
extended range storm top measurement to enable efficient aircraft
operations.
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1 Mar 2016 2-1
Introduction WRT-2100
The Quiet, Dark Cockpit philosophy means that, when the radar is used
in AUTO, only threat weather is displayed. Weather that is beneath
the aircraft altitude is not displayed. A recent OEM Human Machine
Interface (HMI) study shows the operational efficiencies achieved
through this philosophy. Note that in the lab when the pilot sample was
presented with a MultiScan like HMI, very efficient flight operations were
achieved. Almost all pilots navigated the weather in the safest manner
and did so in a way that saved the most time and fuel.
Figure 2-1 MultiScan Quiet Dark Cockpit Efficient Deviation
The Quiet, Dark Cockpit Philosophy results in more efficient weather

avoidance resulting in less fuel used and more time saved.
MultiScan ThreatTrack also incorporates a Beam to Beam Power
Comparison technology that enables the radar to begin measuring
storm tops at 120 NM with a design goal of accurate storm cell height
by 80 NM, which is the distance most pilots prefer for deviation decision
making. By way of comparison, “3D” Radars measure cell tops to about
half these distances.
LOWER OPERATING RISKS

ThreatTrack’s Associated Threat capabilities reduce the chances of
aircraft damage by identifying areas in and around cells that have hail,
lightning and turbulence potential. The ThreatTrack software increases
the threat accuracy of the radar returns, provides two level enhanced
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WRT-2100 MultiScan Overview
turbulence, warns of cells growing beneath the aircraft flight path, and
predicts hail and lightning potential.
Figure 2-2 Hail and Lightning Display
MULTISCAN OVERVIEW
The generation of new automatic radar’s began in 2000 when engineers
at Rockwell Collins invented a method for removing ground clutter
returns from the display and automatically displaying weather from the
nose of the aircraft out to 320 NM. The resulting MultiScan radar was
launched in 2002. In 2009, MultiScan V1 introduced the Quiet, Dark
Cockpit and Geographic Weather Correlation, and in 2014 MultiScan
ThreatTrack provided individual thunderstorm threat analysis.
MULTISCAN
The original MultiScan Weather Radar launched in October of 2002.
The basic/foundational technology uses two radar scans at two different
tilt angles to capture all the ground and weather information in front of
the aircraft. This information is stored in a temporary memory buffer. An
internal terrain table is then used to draw a conformal line above the
terrain in front of the aircraft. A Beam to Beam comparison (the heart of
MultiScan) is then used to separate the ground clutter from the weather
returns. This enables the radar to see all the weather from the nose of
the aircraft out to 320 NM.
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MultiScan Overview WRT-2100
Figure 2-3 Original MultiScan Technology
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2-4 1 Mar 2016
MULTISCAN V1
MultiScan V1 software was incorporated into the radar in 2008.
MultiScan V1 introduced the Quiet, Dark Cockpit concept (i.e.,
only threat weather is displayed). Using the Beam to Beam Power
Comparison technology developed for MultiScan, the radar draws a line
6000 ft. beneath the aircraft at cruise altitudes. Non-threat weather that
is below the line (approximately 6000 ft. beneath the aircraft) is not
shown. Threat weather above the line is displayed on the Navigation
Display (ND).
Figure 2-4 Quiet, Dark Cockpit Concept (6000 ft Line)
As is shown in the figure on page 2-6, the Heads Up Display (HUD)

indicates that the aircraft will clear the weather seen from the cockpit.
Thus, the Quiet, Dark Cockpit concept provides the flight crew with a
clean screen which, as studies have shown, will enable the crew to fly
the most efficient flight path.
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1 Mar 2016 2-5
Figure 2-5 Quiet, Dark Cockpit Example
The other major technology infusion in MultiScan V1 is the incorporation

of Geographic Weather Correlation. Thunderstorm characteristics vary
dramatically depending on a cell’s geographic position, whether it is
over land or over water and depending on time of year. Geographic
Weather Correlation takes all these factors into account to ensure
that cell tops that are at the aircraft altitude are displayed on the
ND. MultiScan V1 measures the reflective top of the cell and then
Geographic Weather Correlation uses storm models to set thresholds
that allow the radar to determine whether or not the non-reflective cell
top will reach the aircraft altitude (refer to the figure on page 2-7). This
significantly reduces the possibility of inadvertent cell top penetration
(see page 7-1, “How the Radar Works”, for details).
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2-6 1 Mar 2016
Figure 2-6 Thunderstorm Reflectivity
MULTISCAN THREATTRACK
MultiScan ThreatTrack was introduced in 2014 and enables real time
threat analysis of individual thunderstorm cells. MultiScan ThreatTrack
incorporates a Track While Scan Technology that prioritizes cells
and then analyzes over 100 cell characteristics to display the actual
convective threat, provide increased awareness of turbulence and
predict hail and lightning potential.
Figure 2-7 Track While Scan
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1 Mar 2016 2-7
Figure 2-8 MultiScan ThreatTrack Radar Display Icons
NOTES
NOTE
N
Windshear detection is automatically enabled during all modes of
operation.
NOTE
N
When MultiScan ThreatTrack software is installed,
Turbulence (TURB) Mode on the control panel is replaced by
Weather+Turbulence+Hazard (WX+T+HZD). Weather (WX)
and Weather+Turbulence (WX+T) Modes operate the standard
MultiScan V1 software. ThreatTrack functions are activated when
WX+T+HZD is selected.
TIP
AUTO and WX+T are recommended during all phases of flight for
V1. AUTO and WX+T+HZD are recommended during all phases
of flight for V2.
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2-8 1 Mar 2016
MultiScan™ Radar CONTROLS (MultiScan V1)
TABLE OF CONTENTS
Title Page
Controls (Multiscan v1) ..................................................................... 3-1
General Controls .............................................................................. 3-1

MAN/AUTO ................................................................................... 3-1
GCS (Ground Clutter Suppression) .............................................. 3-3
SYS (System) ............................................................................... 3-3
PWS (Predictive Windshear) ........................................................ 3-3
Mode Controls .................................................................................. 3-4

WX (WEATHER) ........................................................................... 3-4
WX+T (WEATHER + TURBULENCE) .......................................... 3-6
TURB (Turbulence) ....................................................................... 3-8
MAP .............................................................................................. 3-9
TILT Control ...................................................................................... 3-9
GAIN Control .................................................................................. 3-10
Recommended Operating Mode .................................................... 3-11
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WRT-2100
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WRT-2100 Controls (Multiscan v1)
CONTROLS (MultiScan V1)
CONTROLS (MULTISCAN V1)
Figure 3-1 Airbus Radar Control Panel
GENERAL CONTROLS
MAN/AUTO
The AUTO switch is a two position switch. Manual is activated when
the left-hand MAN position is selected. Automatic operation is selected
when the right-hand AUTO position is selected. In the AUTO position
the radar controls tilt and gain and analyzes thunderstorm threats to
present the best representation of the actual cell threat.
NOTE
N
When AUTO is selected the radar initially displays both weather
and ground returns. Three to four sweeps (12 - 16 seconds) are
required to remove ground clutter and initialize the automatic
functions. If MAN is selected, the radar will remember the AUTO
settings for 2 minutes before needing to re-initialization.
AUTO: When the radar is in AUTO and WX is selected MultiScan’s V1

automatic weather detection features are activated.
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General Controls WRT-2100
AUTO and WX+T: When the radar is in AUTO and WX+T is selected
MultiScan’s V1 automatic weather detection features are activated and
FAA Certified Turbulence are displayed out to 40 NM.
TIP
AUTO and WX+T are recommended during all phases of flight.
Figure 3-2 Navigation Display with Radar in Automatic Mode
Figure 3-3 Navigation Display with Radar in Manual Mode
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WRT-2100 General Controls
NOTE
N
When toggled to MAN the radar operates like a traditional manual
radar. Tilt and gain must be manually controlled (see “Manual
Operating Techniques”, section 7.0). With the exception of
Windshear, all automatic features are disabled.
GCS (GROUND CLUTTER SUPPRESSION)

The GCS switch is a spring loaded switch that defaults to the AUTO
position (Ground Clutter Suppression activated). When held in the MAN
position all returns (ground clutter and weather) are displayed. Once
released, ground clutter will be removed from the display on the next
sweep.
NOTE
N
The GCS switch is inactive during MAN operation.
SYS (SYSTEM)
The left side #1 position selects the left Receiver/Transmitter (R/T). The
right side #2 position selects the right R/T. The center OFF position
turns the radar off.
PWS (PREDICTIVE WINDSHEAR)

When PWS is selected to OFF the Predictive Windshear warning
system is deactivated. When the PWS switch is selected to AUTO, the
Predictive Windshear system is activated and will provide windshear
warnings to the flight crew even if the radar is turned off.
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Mode Controls WRT-2100
WARNING
When the PWS switch is selected to OFF Windshear annunciations
will not be displayed. It is recommended that the PWS switch be
left in the AUTO position at all times.
MODE CONTROLS
WX (WEATHER)
When the radar is in AUTO and the WX or WX+T modes are selected
MultiScan’s V1 automatic weather detection features (explained in
section 6, “How The Radar Works”) are activated. The V1 functions
include:
• Ground Clutter Elimination
• Extended Range Cell Top Measurement
• Automatic Temperature Based Gain
• Geographic Weather Correlation
• OverFlight Protection
• SmartScan
• Path Attenuation Compensation (PAC) and Alert
• Quiet, Dark Cockpit
• Forward Looking Windshear Detection.
MultiScan eliminates the ground clutter and displays the weather out
to 320 NM. In addition, MultiScan utilizes the Quiet, Dark cockpit
philosophy to display only weather information that is a threat to the
aircraft. In the figure on page 3-5, note the absence of ground clutter
and the thunderstorm cells at 60, 120, and 200 NM. In addition, the
radar displays a fourth cell that is over the horizon at 300 NM.
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WRT-2100 Mode Controls
Figure 3-4 Weather Display to 300 NM
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1 Mar 2016 3-5
NOTE
N
Due to the fact that weather changes rapidly and the radar now has
an effective range of 320 NM, it is not unusual to see a complete
thunderstorm cycle with mature cells dissipating and new cells
appearing on the display as the aircraft moves towards the weather.
WX+T (WEATHER + TURBULENCE)

WX+T Mode enables display of weather targets with turbulence
information overlaid on the display. Turbulence will be displayed as a
magenta color out to 40 nautical miles for all selected ranges.
Figure 3-5 Weather Plus Turbulence Mode at 40 NM
TPI7374_01
Weather plus magenta turbulence is displayed on the 40 NM range

scale.
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WRT-2100 Mode Controls
Figure 3-6 Weather Plus Turbulence at 80 NM
TPI7375_01
The same turbulence is displayed out to 40 NM, but this time on the
80 NM range scale.
NOTE
N
MultiScan’s Doppler Turbulence Detection meets the Federal
Aviation Administration (FAA) Certified Turbulence Criteria.
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TURB (TURBULENCE)
The TURB Mode displays only turbulence information without the
corresponding weather. During automatic operation, ground clutter will
also be removed. Turbulence is displayed out to 40 nautical miles for
all selected ranges.
Figure 3-7 TURB Mode
TURB (Turbulence Only) mode removes weather information so that

areas of turbulence can be seen more easily.
WARNING
Precipitation will not be displayed when operating in TURB mode.
Inadvertent penetration of areas of severe weather is possible.
Return to WX+T immediately after examining the area of turbulence.
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WRT-2100 TILT Control
MAP
MAP mode enables display of all radar echoes including terrain
and weather information. The receiver sensitivity is decreased by
approximately one color level to accommodate terrain characteristics
instead of weather. This mode enables identification of terrain features
such as mountains, coastlines, bodies of water, etc.
Figure 3-8 Map Mode
NOTE
N
When MAP mode is active Turbulence and PAC Alert information
are not displayed.
NOTE
N
When operating in AUTO and below 10 000 ft., MAP mode will not
display adequate ground returns due to the position of the radar
beams. Manual operation of the radar will be required for adequate
ground mapping below 10 000 ft.
TILT CONTROL
The tilt control is inactive during AUTO operation. Refer to page 8-1 for
MAN TILT operation.
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GAIN Control WRT-2100
GAIN CONTROL
Calibrated (CAL) gain is selected when the Gain Control detente is
selected to the CAL position (figure on page 3-1). Maximum (MAX) gain
is achieved when the gain knob is rotated to the fully clockwise MAX
Gain position. Minimum (MIN) Gain occurs when the knob is rotated
counter clockwise to the MIN Gain position.
NOTE
N
The numbers on the Gain Control knob (see radar control panel
below) correlate to the Gain Schedule in the table on page 4-2.
Figure 3-10 Navigation Display with the Radar in CAL Gain
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WRT-2100 Recommended Operating Mode
Figure 3-11 Navigation Display with the Radar in MAN Gain
NOTE
N
Full above and below the calibrated gain position is available during
both MAN and AUTO operation.
RECOMMENDED OPERATING MODE

The recommended operating mode for MultiScan V1 is AUTO, CAL
Gain, and WX+T (Weather Plus Turbulence) in all phases of flight.
Figure 3-12 Recommended Operating Mode
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Recommended Operating Mode WRT-2100
NOTE
N
At cruise altitudes, the radar is not showing weather that is more
than approximately 6000 ft. beneath the aircraft (see page 4-7).
Therefore, it is recommended that at top of descent the radar
momentarily be selected to MAN and tilt adjusted to scan along the
descent flight path for lower lying weather. The radar should then
be returned to AUTO and the lower lying weather will come on to
the display as the aircraft descends.
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MultiScan™ Radar DISPLAYS
TABLE OF CONTENTS
Title Page
Gain — Standard Radar Colors/Reflectivity Rates ........................... 4-1

GAIN (MAN Operation) ................................................................. 4-1
Automatic Temperature Based Gain (AUTO Operation) ............... 4-4
Quiet, Dark Cockpit .......................................................................... 4-7
Attenuation ..................................................................................... 4-10

Attenuation and the Display of Long Range Weather ................. 4-11
Sensitivity Time Control (STC) .................................................... 4-12
“Radar Shadow” .......................................................................... 4-14
Path Attenuation Compensation (PAC) and PAC ALERT ........... 4-16
Beam Width and Cell Height Resolution ........................................ 4-18
Forward Looking Windshear .......................................................... 4-21

Windshear Detection Regions .................................................... 4-23
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DISPLAYS MultiScan™ Radar
WRT-2100
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WRT-2100 Gain — Standard Radar Colors/Reflectivity Rates
DISPLAYS
GAIN — STANDARD RADAR COLORS/

REFLECTIVITY RATES
In MAN CAL Gain, the radar paints the standard reflectivity rates
(representing rain fall rates) for red, yellow, green and black. Weather
that is present in the black region is not reflective enough to meet the
green threshold display criteria. Notice that an increase or decrease of
10 dB of sensitivity represents a change of one color level.
Figure 4-1 Standard Radar Reflectivity (Rain Fall) Rates
GAIN (MAN OPERATION)

As can be seen in table on page 4-2, increasing the gain to MAX
increases the sensitivity by 16 dB or an increase of one and a half color
levels. Conversely, selecting Minimum gain decreases the sensitivity by
14 dB and reduces the color levels approximately one and half times.
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Gain — Standard Radar Colors/Reflectivity Rates WRT-2100
Gain Table: WX, WX+T, WX+T+HZD Modes

Control Position Gain Change ND Indication
Fully CW +16 dB MAN GAIN
+8 dB MAN GAIN
+4 dB MAN GAIN
CAL +0 dB
-2 dB MAN GAIN
-4 dB MAN GAIN
-6 dB MAN GAIN
-8 dB MAN GAIN
-12 dB MAN GAIN
Fully CCW -14 dB MAN GAIN
Each gain number in the chart is also displayed on the Gain Control
knob. MAX gain is achieved by turning the knob fully clockwise to
the MAX position. MIN gain is achieved by turning the knob fully
counterclockwise to the MIN position. Note that the +8 position
increases the gain by approximately one color level. Conversely, the –9
position decreases gain by about one color level. The pictures on the
next page show the changes at each gain setting.
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4-2 1 Mar 2016
Figure 4-2 Changes in Gain Setting
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1 Mar 2016 4-3
WARNING
MIN GAIN SHOULD ONLY BE USED FOR MOMENTARY
WEATHER EVALUATION. GAIN SHOULD THEN BE RETURNED
TO THE CAL POSITION IN ORDER TO AVOID UNDER
REPRESENTING THE THUNDERSTORM THREAT.
AUTOMATIC TEMPERATURE BASED GAIN (AUTO

OPERATION)
During AUTO operation, MultiScan uses an Automatic Temperature
Based Gain technology to automatically control gain and help prevent
inadvertent thunderstorm top penetration. Automatic Temperature
based gain is described in more detail on page 7-7.
A typical thunderstorm is very reflective below the freezing level.
However, the top of the storm tends to be glaciated (composed of ice
crystals) and non-reflective. As an aircraft climbs, the radar beam
moves higher in the cell, and at cruise altitudes, can over scan the
reflective portion of the cell resulting in inadvertent thunderstorm top
penetration.
Figure 4-3 Low Altitude Scan
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4-4 1 Mar 2016
Figure 4-4 Mid Altitude Scan
Figure 4-5 High Altitude Scan
As the aircraft climbs and the outside air temperature decreases,

Automatic Temperature Based Gain automatically increase gain to
compensate for the lower reflectivity of upper level thunderstorms.
The following pictures illustrate the difference between manual and
auto gain at cruise altitudes. Note that at cruise altitudes, Manual MAX
Gain and Auto CAL Gain are essentially the same due to the Automatic
Temperature Based Gain feature that is active during AUTO operation.
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1 Mar 2016 4-5
Figure 4-6 Thunderstorm — Viewed from the Cockpit
Figure 4-7 Automatic Temperature Based Gain
Because of Automatic Temperature Based Gain, AUTO CAL gain

provides the best representation of the actual threat, best defines the
true extent of the cell, and helps prevent inadvertent cell top penetration.
AUTO CAL Gain is recommended in all phases of flight.
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WRT-2100 Quiet, Dark Cockpit
TIP
At cruise altitudes, MAN Max gain and AUTO CAL gain are
essentially equivalent. In AUTO, further increasing the gain above
the CAL position may result in over warning and unnecessary
deviations.
TIP
MultiScan’s use of variable temperature based gain means that
most flight crews will see more than they are used to seeing
when using the radar in AUTO. Please refer to page 5-1, “Radar
Interpretation” for details.
QUIET, DARK COCKPIT

At cruise altitudes, MultiScan uses the Quiet, Dark Cockpit philosophy
to display weather threats. If the weather is not a threat (i.e., it is more
than approximately 6000 ft. beneath the aircraft), it is not displayed. In
the picture on the following page, note the Flight Path Vector on the
Heads Up Display (HUD) and also note that it is intersecting the zero
degree pitch line. This clearly shows that only the cell directly ahead
of the aircraft at 40 NM is in the aircraft flight path. Thus, the threat
weather at 40 NM is displayed while lower lying cells are not displayed.
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Quiet, Dark Cockpit WRT-2100
Figure 4-8 Quiet, Dark Cockpit with HUD (Weather)
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WRT-2100 Quiet, Dark Cockpit
Weather that is below the aircraft altitude is often visible from the
cockpit and there are occasions where it may appear that cells should
be displayed, but are not.
Figure 4-9 Weather Appears to be at Aircraft Altitude
From a distance, this cell appears to be at or near the aircraft altitude.

In the figure above, it is not initially apparent whether or not the cell
is at the aircraft altitude. After a cell rains out, significant cloud can
remain suspended in the atmosphere, but it has little to no convective
activity at altitude. On close approach, as can be seen in the figure on
page 4-10, it is clear that this cell is post convective (you can see right
through it). Therefore, applying the Quiet, Dark Cockpit philosophy, this
non-threat cell is not displayed.
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Attenuation WRT-2100
Figure 4-10 Non-Threat Weather
TIP
When using the radar in MAN mode, it is always possible to adjust
the radar to get the picture you believe should be present. In this
case, it might be possible to see this cell if a very low tilt setting is
used to detect rain at lower altitudes. However, in AUTO mode the
radar uses extensive weather analysis to display the actual threat.
ATTENUATION
Significant attenuation of the radar signal due to absorption and
scattering occurs as the transmitted pulse moves to its furthest range
and again during transit back to the receiver from a radar target. In
addition, beyond 80 NM a normal thunderstorm (defined as a 3 NM
sphere of water) no longer fills the radar beam. As a consequence,
significant amounts of radar energy bypass the target entirely. Thus, for
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WRT-2100 Attenuation
weather targets detected at extended ranges, the signal received back

at the aircraft is significantly weaker than the original radar pulse.
Figure 4-11 Range Attenuation
ATTENUATION AND THE DISPLAY OF LONG RANGE

WEATHER
At longer ranges, due to attenuation, the radar will only be able to see
very strong weather such as thunderstorm cores. As these storms
approach the aircraft, more of the cell becomes visible. In the pictures
on the following page, first note the line of cells at 300 NM. As the cells
approach the aircraft, attenuation is lessened and the cells appear to
grow. Within 80 NM the full extent of the storms becomes visible to
the radar.
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1 Mar 2016 4-11
Figure 4-12 Line of Cells
SENSITIVITY TIME CONTROL (STC)

Sensitivity Time Control (STC) is designed to compensate for beam
attenuation of the radar by increasing receiver sensitivity over time so
that more distant thunderstorm cells have more energy on the target
than do cells closer to the aircraft.
Figure 4-13 Sensitivity Time Control Graph
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4-12 1 Mar 2016
As cells approach the aircraft, STC decreases sensitivity to prevent the

cells from growing in intensity. However, due to the use of increased
gain in AUTO (see page 4-4), it is not unusual for green returns to
appear at 40-50 NM. Green in this case represents very low reflectivity
returns (two color levels below the normal green threshold). The green
areas can be transited, and light to moderate chop can be expected.
As an example, the following pictures depict a transit corridor between
two cells at 50 NM. However, green returns become visible between the
cells at 40 NM. Essentially, at 40 NM the radar is displaying the haze
layer that is between the two cells (see page 5-1, Radar Interpretation
for additional information on “What Does Green Mean?”).
Figure 4-14 Sensitivity Time Control on ND — 50 NM
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1 Mar 2016 4-13
Figure 4-15 Sensitivity Time Control on ND — 40 NM
TIP
It should be considered normal radar operation when green appears
on the display at around 40-50 NM. In this case, green represents
navigable weather and light to moderate chop would be expected.
“RADAR SHADOW”
When intervening rainfall becomes heavy, the radar beam may be so
severely attenuated that there is not enough energy to penetrate the
weather, see what is behind, and then return to the aircraft. When this
situation occurs, weather behind the intervening rainfall will be masked.
This area of hidden weather is often referred to as a radar shadow.
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4-14 1 Mar 2016
Figure 4-16 Radar Attenuation Sequence
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PATH ATTENUATION COMPENSATION (PAC) AND PAC

ALERT
Path Attenuation Compensation (PAC) compensates for intervening
rain fall in order to display more distant cells with the correct intensity.
When the rain fall intensity becomes so great that the system can no
longer compensate, it alerts the flight crew. The yellow arc on the edge
of the outer range scale of the picture below is a PAC Alert and indicates
that the radar can not see behind the intervening cell. The area behind
the cell (radar shadow) should be avoided since it represents an area
where weather information is not being displayed.
Figure 4-17 PAC Alert — Attenuated Regions (Radar Shadow)
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Figure 4-18 PAC Alert — Cockpit View
TIP
PAC and PAC Alert are active only when AUTO and CAL gain are
selected and the cell is within 80 NM of the aircraft.
Figure 4-19 PAC Alert — AUTO CAL Gain
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Beam Width and Cell Height Resolution WRT-2100
Figure 4-20 PAC Alert — ND
WARNING
NEVER FLY INTO AN ATTENUATED REGION (RADAR SHADOW).
SUBSTANTIAL WEATHER THREATS MAY BE PRESENT THAT
ARE MASKED BY THE INTERVENING WEATHER.
BEAM WIDTH AND CELL HEIGHT RESOLUTION

The MultiScan radar utilizes a 3.5 degree beam. Although this is pretty
narrow, by 80 NM it is already 28 000 ft. in diameter (see following
picture). As a result, height estimation of the cell becomes more and
more coarse the further the distance is from the aircraft. Therefore, on
occasion, weather that is initially visible at longer ranges may fall off the
display as it approaches the aircraft and the radar can better determine
the cell height.
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WRT-2100 Beam Width and Cell Height Resolution
Figure 4-21 3.5 Degree Radar Beam Width
Figure 4-22 Cell Height Resolution Sequence — 240 NM
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Beam Width and Cell Height Resolution WRT-2100
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WRT-2100 Forward Looking Windshear
NOTE
N
The radar sees only large cells at 320 NM. Therefore, cells visible
on the ND at 320 NM are normally at the aircraft altitude and will
remain on the display until passing behind the aircraft.
NOTE
N
Cell top measurement begins at 120 NM with the intent of having
accurate deviation information by 80 NM.
NOTE
N
A single cell life cycle is approximately 60 minutes (see figure on
page 6-8). Therefore, over 320 NM, cells may appear or disappear
on the display due to normal cell growth and decay.
FORWARD LOOKING WINDSHEAR

Forward Looking Windshear is activated for all altitudes below 2300 ft.
Above Ground Level (AGL) for both the take off and landing phases of
flight. Upon activation, the weather scan region decreases to 120° to
enable faster weather and windshear updates. Alerts are displayed in
the cockpit below 1200 ft. out to 5 NM.
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Forward Looking Windshear WRT-2100
Figure 4-25 Windshear Alert and Displays
Figure 4-26 Windshear from Cockpit — Example 1
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This particular windshear occurred during taxi. In these pictures from

the cockpit, the windshear can be seen in the form of a squall line
approaching the aircraft down the taxiway. The pilot delayed his takeoff
for 30 minutes until the thunderstorm had passed the airport and
departed without incident.
WINDSHEAR DETECTION REGIONS

The picture on the following page shows the windshear detection
regions for Approach/Go Around and Take Off. When a windshear is
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Forward Looking Windshear WRT-2100
encountered in either the Yellow (Caution) or Red (Warning) region, an

aural and visual alert is generated in the cockpit.
Figure 4-29 Windshear Detection Coverage
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Windshear Alert Aural Alert EFIS Indication

Table
Advisory None Windshear Icon
Caution “Monitor Radar Windshear (Yellow)
Display”
Warning (approach) “Go Around, Windshear (Red)
Windshear Ahead”
Warning (take off) “Windshear Ahead, Windshear (Red)
Windshear Ahead”
NOTE
N
Even if the radar is turned off, windshear is automatically activated
when takeoff speed reaches 35 knots. Aural alerts and cockpit
annunciators are operational.
NOTE
N
If the radar is on, but in MAP or TEST mode and the system detects
a windshear event, the system display will automatically change
to the WX+T mode to display weather and windshear icons. The
selected range does not change automatically.
NOTE
N
The radar stores up to three windshear events of twelve sweeps
each. If further analysis of a windshear event is required, the
information can be down loaded with a laptop computer.
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WRT-2100
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MultiScan™ Radar RADAR INTERPRETATION
TABLE OF CONTENTS
Title Page
What Does Green Mean? ................................................................. 5-1

Manual Operating Techniques and the Color Green .................... 5-1
Increased Gain at Cruise Altitude ................................................. 5-2
Radar Interpretation, Low Altitude Operations ................................. 5-5

Stratiform Rain .............................................................................. 5-5
Bright Band/Monsoon ................................................................... 5-5
Non-Reflective Weather at Intermediate Altitudes ............................ 5-8
Radar Interpretation, High Altitude Operations .............................. 5-14
Radar Interpretation, Navigable/Non-Navigable Weather .............. 5-16

Introduction ................................................................................. 5-16
Navigable Weather ..................................................................... 5-17
Non-Navigable Weather .............................................................. 5-24
Over Sensitivity .............................................................................. 5-26
Spoking .......................................................................................... 5-29
Service Bulletin (SB) Overview ...................................................... 5-31

SB502 (MultiScan V1) ................................................................ 5-32
SB503 ......................................................................................... 5-35
Part Numbers 822-1710-401 & 822-1710-411 (Threat-
Track) .......................................................................................... 5-40
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RADAR INTERPRETATION MultiScan™ Radar
WRT-2100
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WRT-2100 What Does Green Mean?
RADAR INTERPRETATION
WHAT DOES GREEN MEAN?
MANUAL OPERATING TECHNIQUES AND THE COLOR

GREEN
Depending on your manual operating techniques, green may mean
very different things to different pilots. For example, in low reflectivity
oceanic environments some flight crews use MAN Max Gain and a
low tilt setting and avoid all weather that paints yellow or red under
the assumption that the threat reaches to the aircraft altitude. In these
instances when AUTO paints the cells green, the crews consider the
radar to be under warning.
Figure 5-1 What Does Green Mean — MAN Max Gain
When crews use MAN CAL Gain and moderate tilt settings in an
oceanic environment, thunderstorm cores often paint green. Experience
has taught these crews that green is a substantial threat and must be
avoided. When MultiScan is used in AUTO and paints the core red
and then adds substantial areas of yellow and green, some pilots may
consider the radar to be over warning.
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What Does Green Mean? WRT-2100
Figure 5-2 What Does Green Mean — MAN CAL Gain
TIP
The MultiScan algorithms are designed to give a consistent weather
picture when using the radar in AUTO. Note, however, that the
display will not be the same as when operating in manual. In fact,
due to the use of Variable Temperature Based Gain and the Quiet,
Dark Cockpit philosophy, it is not possible to get the same picture in
MAN that you will see in AUTO.
INCREASED GAIN AT CRUISE ALTITUDE

MultiScan uses Automatic Temperature Based Gain (see page 4-4) to
better detect low reflectivity thunderstorm tops. The series of pictures
that follow were taken over the Gulf of Thailand. Note that in manual
mode, in calibrated gain, very little weather is displayed. When Man
Max gain is selected, a weather ridge line is visible to the flight crew.
Because the Gulf of Thailand is a low reflectivity environment and cells
are difficult to detect, AUTO CAL gain is actually more sensitive than
MANUAL MAX gain and displays more of the weather system for the
crew.
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WRT-2100 What Does Green Mean?
Figure 5-3 Increased Gain at Cruise — MAN CAL Gain
Figure 5-4 Increased Gain at Cruise — MAN MAX Gain
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What Does Green Mean? WRT-2100
Figure 5-5 Increased Gain at Cruise — AUTO CAL Gain
MultiScan uses Variable Temperature Based Gain to better detect

non-reflective cell tops. As a result, at cruise altitude, AUTO CAL Gain
and Manual MAX Gain are similar.
TIP
When using the radar in AUTO, most flight crews will see more
than they are used to seeing because of Automatic Temperature
Based Gain (see page 4-4).
NOTE
N
During AUTO operation at cruise altitudes, Automatic Temperature
Based Gain enables crews to better see the true extent of
thunderstorms, pressure ridges, haze layers between cells, and
potential icing conditions.
NOTE
N
See page 5-17 and following for interpretation of increased gain in
AUTO.
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WRT-2100 Radar Interpretation, Low Altitude Operations
RADAR INTERPRETATION, LOW ALTITUDE

OPERATIONS
STRATIFORM RAIN
There are many times where the color green is not a threat and
indicates, at most, light to moderate chop. For instance, consider the
picture below where the majority of the display is painting green. At
lower altitudes, this occurs during stratiform rain conditions and only
light to moderate chop would be expected.
Figure 5-6 Stratiform Rain Display
BRIGHT BAND/MONSOON
There are occasions during certain unique meteorological conditions
where the display may turn completely yellow or even red (sometimes
called “red out”). Bright Band is associated with stratiform rain or snow
and occurs from the freezing level to 3000 ft. beneath the freezing level.
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Radar Interpretation, Low Altitude Operations WRT-2100
In this region, ice crystals begin to melt and are coated with a layer of
water resulting in very strong radar returns.
Figure 5-7 Ground Based Vertical Weather Radar Presentation
In the picture on the following page, the aircraft is right at the freezing
level and melting snow has formed an area of strong reflectivity turning
the display yellow, even though there is very little turbulence.
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WRT-2100 Radar Interpretation, Low Altitude Operations
Figure 5-8 Bright Band/Monsoon — CAL Gain
A similar situation sometimes occurs during monsoon rains where

heavy rain fall rates produce very strong reflectivity. In the case of
monsoon rains, it is not unusual for the entire display to turn red. Should
flight crews encounter a red out situation, gain can be temporarily
reduced by –9, or about one color level (See page 4-1 and page 5-26),
to better determine if embedded cells are hidden by the stratiform rain.
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Non-Reflective Weather at Intermediate Altitudes WRT-2100
Figure 5-9 Bright Band/Monsoon — Reduced Gain
NON-REFLECTIVE WEATHER AT
INTERMEDIATE ALTITUDES
As mentioned on page 4-1, not all weather meets the required threshold
to be displayed. In particular, during the early stages of thunderstorm
development, cells may not have enough water in them to meet the
green threshold. This is especially true in areas with high particulate
matter (i.e., pollution). The particulate matter enables the formation of
clouds without significant moisture content. These cells normally top
out between 10 000 and 20 000 ft. Thus, they are not massive cells that
will damage the aircraft, but they do contain significant turbulence.
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WRT-2100 Non-Reflective Weather at Intermediate Altitudes
Figure 5-10 Updraft/Downdraft Popcorn Clouds
Example 1: In the following pictures, weather can be seen out the left
side of the aircraft and directly ahead. However, the radar is displaying
only the weather to the left of the aircraft. The fact that the radar shows
some weather and does not show other weather indicates that the cells
that are not being displayed did not reach the green threshold.
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Figure 5-11 Non-Reflective Weather — Cockpit View Example 1
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Figure 5-12 Non-Reflective Weather ND — Example 1
Example 2: In the figure on page 5-12, the radar is painting the weather
at around 60 NM, but not the cell that is immediately to the front right
of the aircraft. Even when MAX Gain is selected, the cell in front does
not show up, indicating that it is just too dry to be displayed. These
cells topped out at about 10 000 ft.
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Figure 5-13 Non-Reflective Weather Cockpit View — Example 2
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Figure 5-14 Non-Reflective Weather ND — Example 2
TIP
If it is night and/or IMC conditions and the aircraft is climbing or
descending into a region where convective activity is painted on the
radar display, consider having passengers and crew in their seats
with seat belts fastened earlier than normal. This will reduce the
chances of injury should non-reflective cells be encountered.
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Radar Interpretation, High Altitude Operations WRT-2100
NOTE
N
If weather repeatedly fails to display on the same azimuth, it is
possible that radome degradation (damage or water between the
layers) is blocking the radar energy. A radome inspection should
be performed.
RADAR INTERPRETATION, HIGH ALTITUDE

OPERATIONS
During high altitude operations, interpretation of the picture below
changes. In this case, a broad area of green may indicate Engine Ice
Crystal Icing conditions.
Figure 5-15 Radar Interpretation, High Altitude
As the satellite picture on the following page, shows, ice crystals can
be present over a broad geographic area. These ice crystal clouds are
normally caused by significant amber or red cells beneath the aircraft
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WRT-2100 Radar Interpretation, High Altitude Operations
altitude. Ice Crystal Icing has resulted in Total Air Temperature (TAT)
anomalies and engine power loss.
Figure 5-16 High Altitude Icing Event
The aviation industry is engaged in a multi-year research program to

better understand how to anticipate and protect against Ice Crystal
Icing Conditions. However, initial flight tests conducted by Rockwell
Collins and actual incidence reports have shown that, when in AUTO
CAL Gain, the radar’s Automatic Temperature Based Gain function
often displays these ice crystal clouds as an area of green or yellow
surrounding the aircraft.
WARNING
IF ICE CRYSTAL ICING CONDITIONS ARE SUSPECTED, EXIT
THE REGION AS SOON AS PRACTICABLE.
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Radar Interpretation, Navigable/Non-Navigable Weather WRT-2100
RADAR INTERPRETATION, NAVIGABLE/NON-

NAVIGABLE WEATHER
INTRODUCTION
Due to MultiScan’s use of Automatic Temperature Based Gain, it is
normal to see green returns at cruise altitude that were not visible
with previous generation radars. The radar can now see the low
reflectivity returns between cells as well as the extreme tops of lower
lying weather. In many cases, these areas of green are navigable and
represent light to moderate chop. However, proper radar interpretation
must also take into account the appearance of thunderstorm cells. A
normal thunderstorm is circular or oval in shape with shallow gradients.
Variations from this normal shape are indicative of shear conditions
within the thunderstorm and can serve as clues to hazardous weather.
Figure 5-17 Radar Interpretation — Introduction
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WRT-2100 Radar Interpretation, Navigable/Non-Navigable Weather
NAVIGABLE WEATHER
Example 1: The figure on page 5-17, is the view out the captain’s
window shows a “ridge” of weather at 25 NM. This “ridge” is actually the
extreme top of weather that is well below the aircraft. Because there is
no major cell activity displayed in conjunction with the green returns, this
weather is navigable and the crew can anticipate light to moderate chop.
Figure 5-18 Navigable Weather ND — Example 1
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Figure 5-19 Navigable Weather — Cockpit View Example 1
The band of weather at 25 NM represents the extreme top of weather

that is well below the aircraft. Since there is no major cell activity, the
green returns on the radar display represent navigable weather and the
crew can anticipate light to moderate chop.
Example 2: The ND in the figure on page 5-19 shows normal
thunderstorm activity. The circular shape of the cells and the shallow
gradient between colors indicates convective activity, but no unusual
threats. In this case, green represents the outer boundaries of the cells
and the pilot chose to navigate between the two cells containing yellow
cores. Whenever possible, avoid all thunderstorm activity by 15-25
NM (or more depending on your airline operating guidance). However,
when navigation between cells is required, these type cells present the
lowest thunderstorm threat.
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Figure 5-20 Navigable Weather ND — Example 2
Figure 5-21 Navigable Weather — Cockpit View Example 2
As the pictures out of the First Officer’s window show, the cells on
the display represent relatively benign air mass thunderstorms. The
circular/oval shapes and shallow gradients indicate convective activity,
but no unusual threats.
Example 3: In the figure on page 5-20, a potential transit corridor has
filled with green at approximately 40 NM. (see page 4-12, Sensitivity
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Time Control, for details). Decreasing attenuation has made it possible

for the radar to see the low reflectivity returns between the cells that
would normally not be displayed. Light to moderate chop would be
expected in these circumstances and continued transit is OK.
Figure 5-22 Sensitivity Time Control on ND
Example 4: In the figure on page 5-21, the aircraft is at cruise altitude

over the Gulf of Thailand (oceanic cells can be 200 times less reflective
than land based cells; see page 7-9). This picture shows the radar in
manual operation in CAL Gain. Notice that the wind vector is left to
right. With previous generation radars, crews understood these oceanic
green returns to be thunderstorm cores and avoided them by 25 NM. In
this case, the best route of flight would be 25 NM to the upwind side of
the left cell. However, since these are relatively benign oceanic cells
(oceanic, green and circular in shape), you might also be tempted to go
in between the cells or to the downwind side of the right cell.
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Figure 5-23 Navigable Weather ND— Example 3
The figure on page 5-22 shows the radar in AUTO CAL Gain with the
Automatic Temperature Based Gain applied. Notice that the green
cores in the previous picture are now red. Furthermore, the edges of
the cell are now visible. The best route of flight is still to the upwind side
of the left hand cell. The difference is that crew members can now tell
where the edges of the cell are and it is possible to navigate closer to
the edge. Since the left hand cell is circular and, again, oceanic, one
might still be tempted to navigate in between the two cells to avoid
excessive deviation. But, the crew would no longer be tempted to
navigate downwind of the right hand cell because the blow off from
that cell is pretty extensive.
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Figure 5-24 Navigable Weather — AUTO CAL Gain
Example 5: The figure on page 5-23, shows how Automatic

Temperature Based Gain enables you to see the downwind blow off
from the two cells ahead of the aircraft. A great deal of information can
be gleaned from this radar picture. The cell to the right is breaking up
and is nearing or in the post convective stage. This is evident because
there is no well defined core and the blow off is very extensive indicating
that it is breaking apart and being blown downwind. The cell to the left
is still, more than likely, in the mature stage of cell development and
the downwind blow off region is a potential hail ejection region and
should be avoided.
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Figure 5-25 Bad Weather Disappears
By editing the radar return, it is possible to see what the display would
look like in MAN CAL Gain (i.e., a decrease of one and a half color
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levels; red to yellow, yellow to green and green to black). Note that
in the figure on page 5-23, the blow off regions are no longer visible
and the possible hail ejection region is no longer defined. Thus, the
increased gain supplied by the Automatic Temperature Based Gain
function provides a great deal more information for interpreting the
actual cell threat.
NON-NAVIGABLE WEATHER
Example 1: At first glance, the weather displayed below looks relatively
benign. The gradient between colors is shallow and there is not a
prominent red core. However, the two fingers that extend to the right
of the cell’s core indicate an internal shear force. Even though these
returns are green, they still represent a threat to the aircraft. In fact, the
dark area between the two fingers is an indication of a potential hail
shaft and should not be transited.
Figure 5-26 Bad Weather — Example 1
Example 2: The radar image in the figure on page 5-25 is displaying two
fingers that emanate from the main cell in the upper left of the display.
Again, this is an indication of a possible hail shaft. In addition, the
hook at the end of the bottom finger has sometimes been associated
with the development of tornadoes. Avoidance of these type of cells by
15 - 25 NM (or more depending on your airline operating guidance) is
recommended.
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Example 3: The irregular shape of the cells below indicate severe

weather. Steep gradients between colors are associated with very
strong updrafts and downdrafts. The finger at the bottom of the center
cell indicates strong shear forces and the U-shapes in both cells indicate
possible hail shafts. Avoid these types of cells by 15-25 NM (or more
depending on your airline operating guidance) whenever possible.
Example 4: Notice the very irregular/scalloped edges of the following

cell. This is indicative of significant shear forces within the cell causing
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Over Sensitivity WRT-2100
turbulence outside the cell boundaries. Moderate to severe turbulence

should be expected flying in black along the right-hand edge of the cell.
OVER SENSITIVITY
The radar will, on occasion, be overly sensitive. To understand why
this occurs, think of a bell curve around a standard radar return. If the
radar were geared to this standard return, then you would have some
number of returns that fall to the left of the curve and under warn and
some that fall to the right and over warn. However, in order to prevent
under warning the radar off sets the “average” return to the right. This
decreases the probability of an under warning condition, but it does
further increase the possibility of over warning.
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WRT-2100 Over Sensitivity
Figure 5-30 Average Radar Return
The process is made even more complicated because the “average”

return varies depending on where you are in the world and the time of
year. The use of Automatic Temperature Based Gain and Geographic
Thresholds (see sections on page 4-4 and page 7-9) are designed to
reduce the risk of both under warning and over warning.
TIP
If a suspected over warning situation occurs, reduce the gain by
one color level (set Gain to –9) to best determine a route through
the weather. Once a route has been determined, return the gain
to the CAL Gain position.
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Over Sensitivity WRT-2100
Figure 5-31 Over Sensitivity — ND
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WRT-2100 Spoking
NOTE
N
Intermediate gain positions can also be utilized (Gain –3 to –6). If
an intermediate position reduces the overall returns, then there is
more likelihood that true threat weather will maintain the correct
color level.
SPOKING
This section addresses reports of “spoking” interference that have
been reported by operators, particularly when operating in regions
where military bases and training activities are being conducted. This
interference is temporary and is not a failure of the radar and should not
be a cause for removal of the radar equipment.
The MultiScan radar incorporates a sophisticated alien radar rejection
algorithm that is designed to prevent interference from other airborne
weather radars. However, some external interference sources such
as military jamming equipment can produce spoking or other display
effects that cannot be rejected.
One example of this interference is shown in the following image.
The interference is displayed as a radial spoke in the direction of the
interference source as the radar antenna sweeps past the interfering
signal. This type of interference can be readily identified since it appears
to emanate from the apex of the display and extends generally to the
outer edge of the display regardless of the selected range. The direction
of the spoke is toward the interfering source. The interfering source
may be either ground based or airborne, and thus, the direction of the
spoke may change as the interfering source changes position or as the
aircraft moves or changes heading. The displayed interference will
persist for as long as the interfering source is present. This interference
does not damage the radar equipment and once the interference is
removed, the display will clear up within a few sweeps.
The intensity of the spoke can vary widely from a barely perceptible
green up to a strong red/yellow/green return depending on the strength
of interfering signal. The interference can also trigger a magenta
turbulence indication or even trigger an Associated Threat speckled
icon for newer ThreatTrack systems. Additional examples of spoking
including turbulence and Associated Threat effects are shown in the
images that follow.
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Spoking WRT-2100
Figure 5-32 Examples of Spoking
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WRT-2100 Service Bulletin (SB) Overview
Figure 5-33 Spoking — Sunrise Examples
Figure 5-34 Spoking — Sunrise on Radar Example
SERVICE BULLETIN (SB) OVERVIEW

A number of service bulletins have been introduced to improve both
the mechanical and operational performance of the radar. SB501,
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Service Bulletin (SB) Overview WRT-2100
SB502, SB503, and the upgrade to MultiScan ThreatTrack affect the

operational capabilities of the radar. It is assumed that most MultiScan
operators will have incorporated at least SB501. Only SB502, SB503,
and ThreatTrack upgrades are described in this document.
SB502 (MULTISCAN V1)

SB502 introduces Geographic Weather Correlation (described on page
7-9) and is the basis of the V1 software that enables the radar to
operate in the fully automatic mode. SB502 also adjusts the turbulence
algorithms to conform to the Federal Aviation Administration (FAA)
Certified Turbulence standards. There are two anomalies associated
with SB502. First, over sensitivity in the turbulence algorithms has been
observed between 10 000 and 20 000 ft. in non-convective or stratiform
rain conditions.
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Figure 5-35 Over Sensitivity with Turbulence Mode
NOTE
N
If the aircraft is in non-convective weather between 10 000 and 20
000 ft., the turbulence indication is likely an over warning condition.
Second, there is a nuisance condition in the V1 software that is

associated with the OverFlight Protection feature (see page 7-17).
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1 Mar 2016 5-33
On occasion, a weather return may suddenly increase in intensity or

“Bloom” across the aircraft flight path, generally within 7-10 NM in
front of the aircraft.
Figure 5-36 Blooming
Blooming may also occur when transiting beside a cell. Blooming to

green means that there is some low level activity in the vicinity of the
cell and the aircraft will experience light to moderate chop. If the cell
blooms to red, the aircraft may experience severe turbulence. This
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may be a cell growing into the aircraft flight path that shows up in the
beam at the last minute.
Figure 5-37 Blooming Description
WARNING
BLOOMING TO RED MAY INDICATE SEVERE TURBULENCE
DUE TO A CELL GROWING INTO THE AIRCRAFT FLIGHT
PATH. DEVIATION IS RECOMMENDED IF BLOOMING TO RED
OCCURS.
SB503
SB503 improves low altitude weather detection and refines the display
of cruise altitude weather.
NOTE
N
SB503 corrects the turbulence over sensitivity that is part of SB502
(described in the previous section).
NOTE
N
Blooming (described in the previous section) will also be present
in SB503.
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SB503 has introduced an anomaly that will, on occasion, result in

the radar being overly sensitive in oceanic weather conditions. The
following paragraphs examine four different weather cases followed by
some guidelines for oceanic weather interpretation.
Case #1 (Single Cell Properly Displayed): In the example that follows,
notice that a small oceanic cell with a red core is visible at 120 NM. The
cell continues to display a red core through the 100 NM, 40 NM and 20
NM range scales and stays on the display until it passes behind the
aircraft. The cell is initially visible through the haze at 20 NM and fully
visible at approximately 2.5 NM.
Figure 5-38 Oceanic Sensitivity
Using optimum manual radar techniques and with the tilt properly
adjusted for the 80 NM range scale, this kind of small oceanic cell
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would normally fall off the display at around 40 NM. This type of cell is
not going to damage the aircraft, but turbulence injuries are possible.
Oceanic sensitivity settings are adjusted to be able to consistently
detect and track this type of cell.
Case #2 (Single Cell, Over Warning): In the following example, a small
cell is displayed on the ND near the aircraft flight path at 120 NM. It
initially has a small red core which turns to yellow by 80 NM and then
green by 50 NM. Since the cell does not reach the aircraft altitude, it
eventually falls below the radar beam and is removed from the display
at 30 to 35 NM. This example is similar to Case #1 except that the cell
has not grown to the aircraft altitude.
Figure 5-39 Stratiform Weather, Over Warning
Case #3 (Line of Cells, Over Warning): A line of small cells that is a

combination of cells that reach the aircraft altitude (Case #1) and cells
that do not reach the aircraft altitude (Case #2) is visible to the radar.
At longer ranges the cells are blended together, but by about 40 NM,
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the radar is rejecting the lower level cells and displaying just the cell
tops that are at the aircraft altitude.
Figure 5-40 Single Cells, Over Warning
Case #4 (Stratiform Weather, Over Warning): The final case occurs

primarily in high northern latitudes (i.e., North Atlantic Ocean, Northern
Pacific Ocean). In these regions, lower lying stratiform weather may
sometimes be partially displayed. These returns are normally green
and, again, fall off the display at approximately 35 NM.
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Figure 5-41 Line of Cells, Over Warning
Guidelines for SB503 Oceanic Weather Interpretation

Cases #1 and #2 (Single Cells):
Single cells do not require extensive deviation.
Therefore, it is recommended that single cells simply be monitored. If
the cell decreases in intensity and falls off the display at around 35
NM, it is below the aircraft altitude and does not require deviation.
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1 Mar 2016 5-39
If the cell remains steady and does not decrease in intensity, then
deviation is required.
Case #3 (Line of Cells):
If a line of cells is encountered in oceanic flight
between 80 and 120 NM in front of the aircraft, reduce the gain
momentarily by one color level for analysis (select -9 using the gain
knob). If gaps appear between the cells, then return to CAL gain
and monitor the cell line. At 40 NM, the gaps that were previously
displayed will be evident.
If gaps do not appear between the cells by 80 NM when lower gain is
selected, the entire cell line is more than likely at the aircraft altitude and
a deviation is appropriate.
Case #4 (Stratiform Weather):
In general, green can be transited. Therefore, since
the majority of the stratiform returns are green, simply monitor the
returns as they approach the aircraft. If they fall off the display at
approximately 35 NM, the weather is below the aircraft altitude.
NOTE
N
A small green cell that remains on the display is an indication that
the aircraft may transit the top of a lower lying convective cell and
moderate turbulence is possible.
NOTE
N
See page 5-26 for additional details concerning over sensitivity
and how to deal with it.
PART NUMBERS 822-1710-401 & 822-1710-411

(THREATTRACK)
Part Numbers 822-171-401 & 822-171-411 incorporate the ThreatTrack
software described on page 6-1.
NOTE
N
The part numbers listed above correct the blooming problem that is
found in the SB502 and SB503 software (see page 5-32).
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NOTE
N
The oceanic weather sensitivity anomaly that is part of the SB503
software (described in the previous section) will also be found in
the part numbers listed above.
NOTE
N
See page 5-26 for additional details concerning over sensitivity
and how to deal with it.
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WRT-2100
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MultiScan™ Radar MULTISCAN THREATTRACK
TABLE OF CONTENTS
Title Page
Introduction ....................................................................................... 6-1
Directly Detected Threats ................................................................. 6-2

Core Threat Analysis .................................................................... 6-2
Predictive OverFlight .................................................................... 6-4
Two-Level Enhanced Turbulence ................................................. 6-7
Associated Threat (Hail, Lightning and Turbulence Predic-

tion) .................................................................................................. 6-8
Mid Altitude Associated Threat (Lightning Prediction) .................. 6-9
Mature Cell Associated Threat (Hail, Lighting and Turbulence
Prediction) ................................................................................... 6-11
Anvil Top Associated Threat ....................................................... 6-14
Associated Threat Operational Guidelines and Interpreta-

tion .................................................................................................. 6-15
Associated Threat Operational Guidelines ................................. 6-15
Associated Threat Interpretation (Examples) ............................. 6-16
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MULTISCAN THREATTRACK MultiScan™ Radar
WRT-2100
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WRT-2100 Introduction
MULTISCAN THREATTRACK
INTRODUCTION
For aircraft equipped with the MultiScan ThreatTrack radar, TURB mode
on the MultiScan V1 control panel has been replaced by WX+T+HZD
(Weather + Turbulence + Hazard). When in AUTO, WX and WX+T
select the original MultiScan V1 functionality. When WX+T+HZD is
selected the ThreatTrack features are enabled.
Figure 6-1 Airbus MultiScan ThreatTrack Control Panel
ThreatTrack is based on the Rockwell Collins Track While

Scan and Flight Path Hazard Analysis technologies which
are described in detail on page 7-1, “How the Radar Works”.
Weather+Turbulence+Hazard (WX+T+HZD) enables the following
features:
1. Core Threat Analysis
2. Predictive OverFlight
3. Two Level Enhanced Turbulence
4. Mid Altitude Associated Threat Assessment
5. Mature Cell Associated Threat Assessment
6. Anvil Top Associated Threat Assessment.
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Directly Detected Threats WRT-2100
NOTE
N
If MAN is selected, WX+T+HZD reverts to the standard WEATHER
+ TURB function found in previous generation digital radars.
MultiScan ThreatTrack displays both directly detected threat and

inferred threat information. Directly detected threats, are direct
measurements of observed threats. Inferred (estimated) threats are
based on analysis of individual thunderstorms and are derived from the
convective nature and life cycle development stage of the cells.
DIRECTLY DETECTED THREATS

MultiScan ThreatTrack displays directly detected threat which is a direct
measurement of observed threats.
CORE THREAT ANALYSIS

A key design feature of MultiScan ThreatTrack makes the colors
displayed on the ND more representative of the actual thunderstorm
threat. When the Track While Scan technology (see page 7-15)
determines that the convective activity is more intense than the
precipitation level would normally indicate, Core Threat Analysis
increases the color level to better represent the actual threat.
Notice that the radar return with Core Threat “On” correlates much more
closely with the threat picture provided by the ground based radar. In
cases where the convective activity is already properly displayed, colors
are left unchanged.
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WRT-2100 Directly Detected Threats
Figure 6-2 ThreatTrack — Core Threat
Core Threat Analysis - Operational Considerations: Since Core Threat

Analysis results in the color of the returns better representing the actual
convective threat, then, in general, simply avoid yellow/red returns
using the same considerations that are used for MultiScan V1.
However, on occasion, the increase in color may make it difficult to
determine the best weather avoidance route. The pictures on the
following page show the traditional MultiScan V1 presentation and a
ThreatTrack representation of the same weather system.
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1 Mar 2016 6-3
Figure 6-3 MultiScan Weather Returns
Note that the ThreatTrack software is operating properly in the

second picture (i.e., this is not really an over sensitive condition).
The Core Threat Analysis feature has determined that the cells are
more convective than they actually appear. Therefore, the radar has
increased the returns to better convey the actual threat. And the fact
that the red speckles are inside the cell boundaries indicates that these
cells are moderate (not severe), but create an increased probability
of a lightning strike (see page 6-9). In this case, yellow really does
mean caution.
The best way to navigate these cells is to turn the gain down to reduce
the intensity of the returns by about one color level (see page 4-1).
PREDICTIVE OVERFLIGHT
Rapidly growing thunderstorms push a turbulence bow wave above
them as they grow that can produce severe turbulence, even though
the aircraft is several thousand feet above the visible top. Predictive
OverFlight uses MultiScan ThreatTrack’s Track While Scan technology
to detect and measure cell growth rate and then predicts the resulting
bow wave turbulence created by the storm. The Predictive OverFlight
icon is used to warn flight crews of the potential turbulence threat from a
cell that is growing towards the aircraft’s flight level.
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Figure 6-4 Predictive OverFlight — Thunderstorm Cells
Figure 6-5 Predictive OverFlight Icon
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1 Mar 2016 6-5
NOTE
N
Because the radar is looking beneath the aircraft, it is possible
(even likely) that you can get a predictive OverFlight icon on a black
screen with the actual visible cell top well beneath the aircraft.
Since the cell is growing towards the aircraft altitude, weather
may eventually appear on the display and replace the Predictive
OverFlight icon.
NOTE
N
Predictive OverFlight functions out to 40 NM. Beyond 40 NM, the
beam is too wide to accurately measure cell growth rate.
Predictive OverFlight - Operational Example:

In the picture below, the cell generating the Predictive
Overflight alert is to the right and well below the aircraft and the crew
did not consider it a significant threat. However, the cell at 30 NM is
not generating a predictive overflight warning and was considered a
threat by the pilots. So why is the first cell producing the icon and not
the second cell?
Figure 6-6 Predictive OverFlight — Operational Example
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Certainly the cell at 5 NM looks rather benign. It only has a yellow core
and it is not very big. But, the radar has determined that due to the
growth rate, it is really a bigger threat than indicated. It can be assumed
that the cell is quite a bit bigger down low and is growing rapidly.
Therefore, the radar has determined that the turbulence potential (from
the turbulence bow wave) is greater than what is displayed. That also
explains why the boundaries of the icon are wider than the cell. As a
result, the radar has generated the Predictive OverFlight icon. On the
other hand, a cell that is already fully displayed above the aircraft flight
path, like the one at 30 NM, is already visible to the crew and the threat
is known. Thus, there is no need for additional Predictive OverFlight
information.
TIP
The Predictive OverFlight alert indicates the possibility of severe
turbulence and the area encompassed by the icon should be
avoided, if possible. Similar to windshear, the Predictive OverFlight
alert should be a rare occurrence.
TWO-LEVEL ENHANCED TURBULENCE

Two-Level Enhanced Turbulence measures severe and ride
quality turbulence out to 40 NM. When the Federal Aviation
Administration (FAA) standard for severe turbulence is met (.3g rms)
solid magenta is displayed. When the radar detects less severe ride
quality turbulence, consisting of light to moderate chop, then speckled
magenta is displayed. See figure on page 6-8
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Associated Threat (Hail, Lightning and Turbulence Prediction) WRT-2100
Figure 6-7 Two-Level Enhanced Turbulence
ASSOCIATED THREAT (HAIL, LIGHTNING AND

TURBULENCE PREDICTION)
Associated or inferred threats are based on analysis of individual
thunderstorms and are derived from the convective nature and life cycle
development stage of the cells.
Figure 6-8 Cell Life Cycle
During the early developing cumulus stage and late dissipating stages of
the cell threats are relatively minor. However, during the later stages of
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WRT-2100 Associated Threat (Hail, Lightning and Turbulence Prediction)
cumulus development, cells do become electrified around the freezing

level due to the collisions between positively and negatively charged ice
particles. This resulting electrical potential forms the basis for possible
lightning discharges. During the mature stage of a thunderstorm, hail
and turbulence may extend outside the cell boundaries and severe
cloud to cloud and cloud to ground lightning is possible. ThreatTrack
uses the cell life cycle information to differentiate between the various
cell threats.
MID ALTITUDE ASSOCIATED THREAT (LIGHTNING

PREDICTION)
Late in the cumulus stage of thunderstorm development, cells become
electrified, but do not yet have extensive high altitude convective activity.
Never the less, these mid altitude cells do contain lightning potential.
MultiScan ThreatTrack radar denotes this mid altitude lightning threat
by placing red speckles within the cell boundaries.
Figure 6-9 Mid Altitude Associated Threat (Lightning Prediction)
Approximately 80 percent of lightning strikes occur within plus or

minus 3500 ft. of the freezing level. When electrified cells are present,
maintain an appropriate distance from electrified cells in accordance
with company guidelines.
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Figure 6-10 Lightning Strike vs. Freezing Level
TIP
When possible, minimize time in the vicinity of the freezing level to
reduce the potential for lightning strikes.
NOTE
N
Later stage cumulus cells are not a significant lightning threat at
cruise altitude. Therefore, the mid altitude associated threat icon is
no longer displayed once the aircraft climbs more than 10 000 ft.
above the freezing level.
The first image in the figure on page 6-11, the aircraft is descending
from cruise altitude and is more than 10 000 ft. above the freezing level
and the Mid Altitude Associated Threat icon is not displayed. However,
as the aircraft descends below the activation altitude (second picture),
the speckles within the call boundary are displayed.
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Figure 6-11 Mid Altitude Associated Threat Criteria
NOTE
N
Ten thousand feet above the freezing level was chosen to activate
the Mid Altitude Associated Threat in order to give flight crews time
to determine the best route of flight through electrified regions prior
to reaching the vicinity of the freezing level.
MATURE CELL ASSOCIATED THREAT (HAIL, LIGHTING

AND TURBULENCE PREDICTION)
During the mature stage of thunderstorm development, strong updrafts
carry moisture aloft with the result that there is high reflectivity at cold
temperatures. These mature cells create lightning and hail potential
and produce very strong turbulence. Because there are strong updrafts
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associated with these cells, the potential threat area can extend well
outside the cell boundaries. In the case of a Mature Cell Associated
Threat warning, MultiScan ThreatTrack extends the warning area
outside the cell boundary to denote the increased threat.
Figure 6-12 Mature Cell Associated Threat Icon
NOTE
N
The Mature Cell Associated Threat icon is displayed at all altitudes
during all phases of flight.
TIP
The speckled icon represents a region where a threat may be
present, but it is not a threat boundary. Turbulence and hail can
extend outside the icon boundaries. Conversely, in some cases
flight crews may penetrate this region without incident. Turbulence
and hail might be present, but at a different altitude or a different
side of the cell.
The total life cycle of a cell is about one hour. For rapidly growing cells,
the transition from the cumulus stage to the mature stage can happen
in a matter of minutes. When the cell reaches the mature cell threshold
the icon is displayed. Thus, there will be occasions where the Mature
Cell Associated Threat icon appears suddenly.
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Figure 6-13 Mature Cell Associated Threat — Cell Development
Figure 6-14 Mature Cell Associated Threat
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ANVIL TOP ASSOCIATED THREAT

Mature cells often form an anvil top downwind of the thunderstorm. In
these instances, hail can be ejected from the top of the cell and create a
hail danger area in the downwind region. Above 25 000 ft., MultiScan
ThreatTrack’s Anvil Top Associated Threat warning uses the upper level
winds to define a potential region of ejected hail downwind of the cell.
The region will be larger or smaller depending on the wind velocity.
Figure 6-15 Anvil Top Associated Threat — Cockpit View
Figure 6-16 Anvil Top Associated Threat
TIP
Whenever possible, it is best to transit thunderstorms to the upwind
side to avoid ejected hail.
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WRT-2100 Associated Threat Operational Guidelines and Interpretation
NOTE
N
The downwind threat region is activated when the aircraft climbs
above 25 000 ft. and the wind is greater than 10 kt. Climbing
through 25 000 ft., the icon shifts direction to orient along the
upper level wind axis and increases the downwind length in direct
proportion to the wind velocity.
Figure 6-17 Anvil Top Associated Threat — Below and Above 25 000
ft.
ASSOCIATED THREAT OPERATIONAL

GUIDELINES AND INTERPRETATION
ASSOCIATED THREAT OPERATIONAL GUIDELINES

Weather always takes priority over the red speckled Associated Threat
icon. Deviation decisions should always first be based on the displayed
weather. However, the Associated Threat icon does indicate the likely
presence of turbulence, lightning and/or hail. Therefore, whenever
possible, also avoid the red speckled areas. Pilots should balance
risk with opportunity. If the aircraft is in weather and there is no path
other than through red speckles, then fly through the speckles and not
the weather. However, when it is possible to do so without extensive
deviations and excessive fuel use, the red speckled areas should be
avoided.
The red speckled Associated Threat icon is designed to give flight
crews a more complete weather picture and enable them to make
better avoidance decisions.
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Associated Threat Operational Guidelines and Interpretation WRT-2100
TIP
Directly detected weather always takes priority over inferred red
speckled Associated Threat icons.
TIP
Whenever possible, speckled areas should be avoided to reduce
the risk of encountering turbulence, lightning, and/or hail.
ASSOCIATED THREAT INTERPRETATION (EXAMPLES)

Example #1: The picture on the next page displays thunderstorms in
three stages of cell development (see page 6-8). The red speckles
that extend outside the cell boundary (Mature Cell Associated Threat)
of the cell to the immediate left of the aircraft indicate it is a mature
cell that contains a combination of turbulence, lightning and/or hail
threats. And, as would be expected, this cell also displays the greatest
amount of turbulence (magenta returns). In contrast, the cells with red
speckles inside the cell boundaries (Mid Altitude Associated Threat) on
the left side of the ND and to the right of the aircraft indicate that the
cells are in the later stages of cumulus development and are primarily
a lightning threat. The fact that the Mid Altitude Associated Threat is
being displayed indicates the aircraft has not yet climbed more than 10
000 ft. above the freezing level (see page 6-2). The small cell at 50
NM on the path to ABMAVED is either in the early stages of cumulus
development of the latter post convective stage and is not a substantial
threat at this time.
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Figure 6-18 Associated Threat Interpretation Example 1
Example #2: If it is necessary to transit the region in the scenario on the

next page, then the preferred route of flight takes the aircraft through
the red speckled area. Remember that weather always takes priority
over the Associated Threat icons (red speckles). The flight crew should
not turn left into the weather that is painting yellow to avoid the red
speckled area in front of the aircraft even though the yellow cells do
not appear to be electrified.
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Associated Threat Operational Guidelines and Interpretation WRT-2100
Example #3: In the scenario below, proper distance should be

maintained from the red cell core that is ahead at 50 NM, even though it
will result in transit through a green region that contains the Associated
Threat icon (red speckles inside the cell boundary).
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Example #4: Note that in the pictures below, the aircraft was struck by
lightning right as it approached the edge of the Mature Cell Associated
Threat icon. One result is that the radar momentarily indicated “fail”
and ground clutter cycled on and off the display. This once again
emphasizes the need to avoid the speckled regions when practicable.
Figure 6-22 Associated Threat Interpretation — Lightning Strike
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WRT-2100
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MultiScan™ Radar MULTISCAN THREATTRACK™ - HOW IT WORKS
TABLE OF CONTENTS
Title Page
Primary Technologies ....................................................................... 7-1

Flight Path Hazard Analysis .......................................................... 7-1
Beam to Beam Power Comparison .............................................. 7-2
Automatic Temperature Based Gain ............................................. 7-7
Geographic Weather CorrelationTM ............................................. 7-9
Track While Scan Threat Analysis (MultiScan Threat-
Track) .......................................................................................... 7-15
Secondary Technologies ................................................................ 7-17

OverFlightTM Protection ............................................................. 7-17
SmartScanTM ............................................................................. 7-18
TrueZeroTM Three Axis Trim Correction .................................... 7-20
Radar Scan and Tilt Philosophy .................................................. 7-20
Radiation Hazard ............................................................................ 7-21
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MULTISCAN THREATTRACK™ - HOW IT WORKS MultiScan™ Radar
WRT-2100
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WRT-2100 Primary Technologies
MULTISCAN THREATTRACK™ - HOW IT

WORKS
PRIMARY TECHNOLOGIES
MultiScan analyzes weather in different phases of flight to provide a
threat picture (as opposed to a traditional radar that simply shows
the amount of moisture in the atmosphere). MultiScan uses five key
technologies that work behind the scenes to enable thunderstorm
detection and analysis including (1) Flight Path Hazard Analysis, (2)
Beam to Beam Power Comparison, (3) Automatic Temperature Based
Gain, (4) Geographic Weather Correlation, and (5) Track While Scan
Cell Analysis.
FLIGHT PATH HAZARD ANALYSIS

Mature thunderstorms produce hail, lighting, and turbulence threats
outside the cell boundaries at all altitudes, and turbulence can be
experienced anywhere. However, Take Off/Landing, Climb/Descent
and Cruise each have their own unique threats. During Take Off
and Landing, windshear is a prime consideration. During Climb and
Descent, pilots are concerned about weather along the aircraft flight
path and lighting potential in the vicinity of the freezing level. At Cruise,
the primary threat is inadvertent thunderstorm top penetration and
turbulence from rapidly growing cells.
Flight Path Hazard Analysis adjusts the radar’s detection and analysis
parameters based on phase of flight to provide a more accurate threat
picture for flight crews. See the chart below for functions that are
activated in various stages of the flight.
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Primary Technologies WRT-2100
Figure 7-1 Flight Path Hazard Analysis — Stages of Flight
BEAM TO BEAM POWER COMPARISON
THE CHALLENGE
When a radar beam paints a target, the return comes back to the aircraft
as a single pulse indicating something (or some group of things) is at a
particular range. The return does not contain discreet digitized data that
can be separated into different components like terrain and weather.
Figure 7-2 Flight Path Hazards — Single Pulse Return
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In addition, remember from page 4-18 that the width of the radar beam
makes it very difficult to accurately determine heights of targets at
extended ranges. Finally, a radar beam is similar to the flashlight
beam shown below. The flashlight beam has an inner core or “hot
spot” (equivalent to the 3.5° radar beam). The beam also has a corona
and (side) spill area where objects with distinct edges or that are very
reflective would be visible. In the same way, radar beam side lobes may
detect objects outside of the normal 3.5° beam width (at 6° or even 9°).
With certain types of terrain such as the cliff face displayed on the next
page, very strong returns will show up further out on the edge of the
beam and unexpectedly introduce ground clutter into the picture. Cities
are even a greater problem because man made structures are very
strong radar reflectors, and again, introduce clutter into the side lobes of
the radar beam. Therefore, a simple ground clutter removal strategy that
only uses tilt will invariably introduce unwanted clutter into the picture.
Figure 7-3 Flight Path Hazards — Flashlight Beam
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Figure 7-4 Flight Path Hazards — Radar Reflectors
GROUND CLUTTER ELIMINATION

MultiScan’s Beam to Beam Power Comparison is the enabling
technology that facilitates Ground Clutter Elimination and the Quiet,
Dark Cockpit Philosophy. MultiScan eliminates ground clutter by using
an internal terrain table to draw a line that is conformal to the Earth’s
surface. The radar then uses two radar sweeps at two different tilt
angles to examine the area in front of the aircraft. The different tilt
angles result in different strengths in the returns of the same target. By
doing a power to power comparison, it is possible to determine if a
return falls below or above the conformal line. Returns that fall below
the line are eliminated as ground clutter. Returns that are above the
line are considered to be weather. Beam to Beam Power Comparison
is also able to remove clutter outside the normal 3.5° beam width (see
previous section).
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Figure 7-5 Ground Clutter Elimination
The two pictures below demonstrate the effectiveness of the Beam to

Beam Power Comparison technology in eliminating ground clutter. The
first photo is the best interpretation achievable in MAN mode using
a variety of TILT and GAIN settings. Weather returns are masked
by ground returns. The second photo is in AUTO/CAL mode and
shows weather at 230 NM. The second picture clearly shows only the
significant weather approaching Hong Kong. The radar’s early warning
provided almost 10 minutes additional warning, which was significant
because the cells threatened both HKG and the primary alternates.
Figure 7-6 Ground Clutter Elimination — MAN and AUTO/CAL

Operation
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QUIET, DARK COCKPIT

Beam to Beam Power Comparison algorithms correct for the curvature
of the Earth, beam diameter, and for atmospheric anomalies that affect
the shape of the beam in order to determine the precise location of the
return. A tenth order polynomial with coefficient inputs that, in part,
include altitude, geographic location, land/ocean environment, and
time of year is then used to develop Geographic Weather Thresholds
in real time. If the beam to beam power comparison yields a return
that exceeds the threshold, weather is displayed. A return below the
threshold is classified as non-threat and not displayed in line with the
Quiet, Dark Cockpit philosophy.
Figure 7-7 Quiet, Dark Cockpit
NOTE
N
Cell top measurement begins at 120 NM with the intent of having
accurate deviation information by 80 NM.
The Quiet, Dark Cockpit philosophy ensures that only threats at the
aircraft altitude are displayed making navigation decisions easier and
more efficient and reducing crew work load.
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Figure 7-8 Quiet, Dark Cockpit — Threat Weather
AUTOMATIC TEMPERATURE BASED GAIN

A fundamental problem that can lead to inadvertent thunderstorm top
penetration is the fact that the tops of thunderstorms are nonreflective.
Thunderstorm tops are composed primarily of ice crystals which
are very poor radar reflectors. Every thunderstorm has a radar top
(reflective top) and a visual top (what you can see with your eyes) and
they are very seldom the same.
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Figure 7-9 Thunderstorm Cell — Radar Top vs. Visual Top
As discussed on page 4-4, when AUTO is selected, the radar

automatically increases gain as outside air temperatures decreases
in order to put more energy on the nonreflective thunderstorm tops.
Therefore, when the aircraft reaches cruise altitude, AUTO CAL Gain
and MAN MAX Gain are roughly equivalent. This essentially moves
the nonreflective portion of the storm (the radar top) higher in the
cell, makes more of the cell visible to the radar, and helps prevent
inadvertent cell top penetration.
Figure 7-10 Automatic Temperature Based Gain
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GEOGRAPHIC WEATHER CORRELATIONTM
WORLDWIDE WEATHER VARIATION

Due to the significant variation of worldwide thunderstorm
characteristics, a significant challenge for an automatic radar is
providing a consistent worldwide threat picture. Scientists have
long known that thunderstorms display very different characteristics
depending on where they are in the world and whether they develop
over land or over water. For instance, a typical central African cell has
very strong updrafts that carry water content to high altitudes. These
cells also exhibit significant convective activity well above the freezing
level. In contrast, a Central Pacific cell may look very similar on the
outside, but its internal characteristics are normally vastly different.
Updrafts are not as severe, high altitude moisture content is far less,
and there is less convective activity in the cell.
Figure 7-11 Thunderstorm — Land
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In the chart at the bottom of the page, note that all cells demonstrate
strong reflectivity characteristics below the freezing level. However,
at cruise altitudes, Mid-Latitude Continental cells are, in general, 20
dB (200x) more reflective than Equatorial Oceanic cells. Equatorial
Continental cell reflectivity characteristics fall in between.
Figure 7-12 Thunderstorm — Oceanic
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Figure 7-13 Thunderstorm Vertical Reflectivity Characteristics (Based

on Region)
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Figure 7-14 Worldwide Weather Variation
A further complication to an automatic radar providing a consistent

worldwide threat picture is the fact that thunderstorm threats change
significantly as the Intertropical Convergence Zone (ITCZ) shifts
location with the changing seasons.
Figure 7-15 Worldwide Weather Variation — Intertropical Convergence

Zone
GEOGRAPHIC WEATHER CORRELATION TECHNOLOGY

The launch of the Tropical Rainfall Measuring Mission (TRMM) satellite
in 1997 greatly contributed to the understanding of worldwide convective
activity. TRMM has recorded tens of millions of data points since first
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placed in orbit and there is now a robust set of data that allows scientist
to accurately model worldwide thunderstorm characteristics. In 2004,
Rockwell Collins teamed with one of the world’s leading climatologists
to use the TRMM data to developed worldwide thunderstorm models
that were introduced into the radar in 2009. For every 10 by 10
degrees of latitude and longitude the radar adjusts thresholds based
on geographic position, time of year, and whether or not the aircraft
is in an oceanic or land based environment. For low reflectivity cells,
thresholds are set to lower altitudes. Conversely, in regions with high
reflectivity characteristics, thresholds are set higher. This provides
a robust prediction of whether or not the storm top extends to the
aircraft altitude. The end results are a reduction in the possibility of
inadvertent thunderstorm top penetrations in low reflectivity regions and
a minimization of unnecessary deviations in high reflectivity areas.
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Figure 7-16 Geographic Weather Correlation Technology
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TRACK WHILE SCAN THREAT ANALYSIS (MULTISCAN

THREATTRACK)
WHY THREAT ANALYSIS?

Thunderstorm threat analysis is necessary because it is difficult
to accurately determine the hazardous nature of a cell by simple
observation of either the cell exterior (see page 7-9) or the color of
the radar returns. The magnitude of the threat depends on where the
convective activity is located in the cell, the temperature where the
convection is occurring, the stage of cell development and many other
factors. Furthermore, standard reflectivity levels for red, yellow and
green returns were first developed for mid altitude cells in the mid
1960’s and do not directly correlate to the nonreflective nature of cell
tops at today’s cruise altitudes*.
Figure 7-17 Why Threat Analysis
TRACK WHILE SCAN TECHNOLOGY

MultiScan ThreatTrack uses a Track While Scan technology that tracks
up to 48 thunderstorm cells while scanning the area in front of the
aircraft for additional threats. Convective weather discrimination then
identifies convective cores and areas of stratiform rain. At altitude,
non-threat stratiform weather is de-emphasized (yellow turned to green)
so that convective cores will be clearly visible to the flight crew.
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Figure 7-18 Track While Scan — Core Data
Figure 7-19 Track While Scan — Vertical Analysis
INDIVIDUAL CELL ANALYSIS

Once the cell cores are identified, individual high resolution
thunderstorm assessments are performed. High resolution vertical
scans are the equivalent of up to 120 horizontal scans yielding much
more precise information concerning the thunderstorm makeup.
Thunderstorm assessment includes the mapping of the internal cell
reflectivity structure over the entire vertical extent of the cell and
the identification of the peak reflectivity. A high resolution Vertically
Integrated Liquid (VIL) assessment determines the amount of water
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WRT-2100 Secondary Technologies
at various altitudes within the cell. Significant convective energy is

required to lift large amounts of liquid to high altitudes and a VIL is a
good indication of thunderstorm intensity. The radar correlates outside
air temperatures with the reflectivity levels of returns to determine
hail and lightning probabilities. In addition, storm top and growth rate
analysis are performed. Because hail is often ejected out the top of
the cell and in the downwind direction, upper level wind direction and
velocity are used to predict the downwind hail threat region (see page
6-14). Finally, the radar creates a turbulence bow wave estimate above
cells that are beneath the aircraft that directly correlates to the growth
rate (i.e., faster growth rate, larger estimated threat zone). If the threat
zone intersects the aircraft altitude, then the Predictive OverFlight icon
is displayed (see page 6-4). In all, over 100 cell attributes are measured
and analyzed.
Figure 7-20 Individual Cell Analysis
SECONDARY TECHNOLOGIES
OVERFLIGHTTM PROTECTION
Traditional manual operating techniques point the radar into the lower
reflective part of the thunderstorm for best weather detection. However,
as the aircraft approaches the cell, the beam moves higher into the
nonreflective portion of the cell and it tends to disappear from the
display. OverFlight Protection looks 6000 ft. beneath the aircraft to keep
the reflective portion of the cell in view, as the cell nears the aircraft,
the radar uses computer memory to prevent its falling off the display.
Overflight Protection reduces the chances of inadvertent thunderstorm
top penetration.
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Secondary Technologies WRT-2100
Figure 7-21 MultiScan of Over-Scanning Thunderstorms
When a storm is near the aircraft altitude, it is common for it to fall off
the display as the aircraft approaches because the radar is no longer
scanning the reflective portion of the cell.
Figure 7-22 OverFlight Protection
SMARTSCANTM
SmartScan ensures real time weather updates during aircraft turns.
When an aircraft turns, a black wedge appears on the display due to
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WRT-2100 Secondary Technologies
the fact that the radar antenna has not yet scanned this new weather
region. This condition is made worse with new automatic radars that
take multiple sweeps to fill the memory buffer before the weather
information is displayed. When an aircraft turns, SmartScan begins a
sector scan in the direction of the turn and weather that is falling off
the back side of the display is “pasted in” from the memory buffer.
The result is that MultiScan actually updates the display with real time
weather more rapidly in AUTO (even with multiple scans) than the radar
can in manual with only one scan.
Figure 7-23 SmartScan
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Secondary Technologies WRT-2100
TRUEZEROTM THREE AXIS TRIM CORRECTION

An aircraft may produce tilt errors that are invisible to the radar. For
example, a 0.7 degree tilt error has been consistently observed on
one air transport aircraft, this is equivalent to a miss in altitude of
approximately 7000 ft. at 100 NM. An error of this magnitude could
either introduce ground clutter into the picture or over scan long range
weather. MultiScan’s TrueZero algorithms compare the radar returns
with the radar’s terrain table information, and a three axis trim correction
is made to the radar scan and stored in the computer’s memory for use
on the current and future flights. The algorithms are activated when the
aircraft is level and above 17 000 ft. Above Ground Level (AGL) with
terrain occupying the majority of the field of view. In optimal conditions,
capture can occur in as little as 5 minutes. This is a continuous process
that further refines the tilt over time.
NOTE
N
If a new Receiver/Transmitter (R/T) has been installed in the
aircraft, ground returns may be displayed on the aircraft’s initial
climb out. Once the aircraft is level above 17 000 ft. AGL and
the three axis trim correction is applied, ground returns should
disappear from the display.
RADAR SCAN AND TILT PHILOSOPHY

When AUTO is selected, MultiScan uses two radar sweeps at two
different tilt angles to collect terrain and weather information. The
separation between the beams remains constant. The displayed tilt
angle is the average of these two beams. The resulting returns are
digitized and stored in a temporary memory buffer. At take off, tilt will
be approximately +5 degrees, although it may be higher if surrounding
terrain has significant height. At 10 000 ft. AGL, the tilt angle is
approximately zero, and above 10 000 ft. AGL, the bottom scan is
always centered on the radar horizon. Thus, tilt indications will gradually
decrease as the aircraft climbs above 10 000 ft AGL.
During each horizontal sweep, vertical sweeps are scheduled as
required and are transparent to the flight crew. The Predictive Overflight
function (see page 6-4) uses a low tilt horizontal sweep to look for cells
below the aircraft. If candidate cells are identified, additional vertical
sweeps are performed to assess the growth rate.
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WRT-2100 Radiation Hazard
NOTE
N
The Track While Scan technology allows the radar to utilize radar
scan time efficiently on the highest priority weather targets rather
than using multiple horizontal sweeps that mostly scan empty
space.
RADIATION HAZARD
The MultiScan radar uses 150 watts of energy. To provide a practical
safety factor, the American National Standards Institute has specified
a maximum level of 10 mw/cm2 for personnel exposure of 6 minutes
or longer to radar antenna electromagnetic radiation. The exposure
time is limited to the amount of time within the antenna pattern during
each sweep. The Rockwell Collins WXR-2100 radar system falls well
below the 10 mw/cm2 standard. There is some disagreement whether
the 10 mw/cm2 standard is low enough. For example, microwave ovens
represent a greater public safety concern and their leakage standard
has been set at 4 mw/cm2. The WXR-2100 power density is half or less
than that of the microwave oven standard.
NOTE
N
Some sources suggest that any radiation exposure (especially long
term) can be harmful. Each airline must make their own decision on
this, as exposure to radiation is occasionally cited by an employee
as a cause of physical injury.
NOTE
N
For specific requirements and limitations, refer to Federal Aviation
Administration (FAA) Advisory Circular 20–68B, Recommended
Radiation Safety Precautions for Ground Operation of Airborne
Weather Radar.
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MultiScan™ Radar MANUAL OPERATING TECHNIQUES
TABLE OF CONTENTS
Title Page
Tilt Control ........................................................................................ 8-1

Low Altitude Tilt Control (Below 10 000 ft) .................................... 8-2
Mid Altitude Tilt Control (10 000 – 25 000 ft) ................................ 8-3
High Altitude Tilt Guidelines (25 000 ft and Above) ...................... 8-5
Tilt Settings When Descending from High Altitude ..................... 8-10
Oceanic Tilt Settings ................................................................... 8-11
Long Range Weather Detection ..................................................... 8-12
Recommended Manual Radar Operating Procedures ................... 8-14
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WRT-2100 Tilt Control
MANUAL OPERATING TECHNIQUES
TILT CONTROL
WARNING
WHEN MAN IS SELECTED, THE RADAR FUNCTIONS AS A
TRADITIONAL WEATHER RADAR. TILT AND GAIN MUST BE
CONTROLLED MANUALLY. AUTO IS RECOMMENDED IN ALL
PHASES OF FLIGHT.
WARNING
IN MAN MODE, AUTOMATIC FEATURES THAT ARE DESIGNED
TO PREVENT INADVERTENT THUNDERSTORM TOP
PENETRATION (AUTOMATIC TEMPERATURE BASED GAIN,
OVERFLIGHT PROTECTION, GEOGRAPHIC THRESHOLDS)
ARE DISABLED. SEE page 8-7 FOR SPECIAL MANUAL
PROCEDURES TO PREVENT INADVERTENT CELL TOP
PENETRATION.
TIP
Tilt Control is the most important factor for proper manual operation
of the radar.
NOTE
N
In most instances, the flight crew is looking for a compromise
tilt angle between too much ground returns and too little weather
returns. The best tilt setting will vary depending on the aircraft
phase of flight (i.e., low altitude, mid altitude and high altitude).
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Tilt Control WRT-2100
Figure 8-1 Manual Operation Tilt Angle
LOW ALTITUDE TILT CONTROL (BELOW 10 000 FT)

Below 10 000 ft., a tilt setting of +5° is recommended. Below 10 000
ft., the flight crew is busy with a variety of tasks from check lists to
talking with approach/departure control. Setting a +5° tilt and leaving it
set through 10 000 ft. reduces cockpit work load. The +5° setting will
eliminate most ground clutter and detect the majority of the weather in
the immediate vicinity of the aircraft.
INITIAL CLIMB OUT

It is typical for a twin engine transport category aircraft to climb out after
take off at approximately 240 kts with a 3000 fpm rate of climb. This
equates to a 7° climb angle. Since the radar beam is approximately
3.5° wide, a +5° radar tilt angle keeps the outer edge of the radar beam
pointed close to the aircraft flight path, provides adequate weather
detection ranges, and eliminates most ground clutter.
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Figure 8-2 Initial Climb Out
WARNING
ABOVE 10 000 FT. TILT SHOULD BE ADJUSTED DOWNWARDS
(SEE page 8-3). FAILURE TO ADJUST THE TILT DOWNWARD
ABOVE 10 000 FT. MAY CAUSE THE RADAR TO OVER SCAN
THE REFLECTIVE PORTION OF CELLS AND RESULT IN
INADVERTENT THUNDERSTORM TOP PENETRATION.
DESCENT BELOW 10 000 FT

Below 10 000 ft., a +5° tilt angle remains the preferred tilt. Since
weather is generally highly reflective below 10 000 ft., a +5° tilt angle
will detect most weather while at the same time eliminating the majority
of ground clutter. The benefit to a +5° tilt angle is that this tilt setting can
be set and forgotten during the critical approach and landing phase of
flight, thus reducing crew work load.
MID ALTITUDE TILT CONTROL (10 000 – 25 000 FT)
TILT TECHNIQUE, 40 AND 80 NM RANGES SCALES

The best general guideline for the 40 and 80 NM range scales is to tilt
the antenna until ground returns appear at the outer edge of the display.
This tilt setting will keep the beam looking down into the reflective part
of the thunderstorm, prevent over scanning and reduce the possibility
of inadvertent thunderstorm top penetration.
1st Edition
1 Mar 2016 8-3
Figure 8-3 Tilt Technique, 40 and 80 NM Range Scales
NOTE
N
80 NM is the best tactical range scale for weather detection and
avoidance and should be used to determine deviations.
TILT TECHNIQUE, 160 NM RANGE SCALE

Setting the proper tilt for the 160 NM range scale is more difficult. Due
to the curvature of the Earth, the edge of the beam is parallel to the
Earth’s surface at this range and it is not possible to get a solid clutter
ring at the edge of the display. In this case, lower the tilt until ground
clutter is clearly displayed. Then, slowly raise the tilt until the display is
covered with what appears to be electronic “noise”. This ensures that
the edge of the beam is right at the Earth’s surface. Solid returns are
cells that are poking up through the clutter.
1st Edition
8-4 1 Mar 2016
Figure 8-4 Tilt Technique, 160 NM Range Scale
WARNING
WHEN IN MANUAL MODE, THE 160 NM RANGE SCALE SHOULD
BE USED STRATEGICALLY FOR DETECTION OF LONG RANGE
WEATHER. TILT WILL BE HIGHER THAN FOR THE 80 NM
RANGE SCALE AND THIS INCREASES THE LIKELIHOOD OF
INADVERTENT CELL TOP PENETRATION. AFTER VIEWING
THE LONG RANGE WEATHER, RETURN TO THE 80 NM RANGE
SCALE.
HIGH ALTITUDE TILT GUIDELINES (25 000 FT AND

ABOVE)
HIGH ALTITUDE TILT CONTROL

At higher altitudes, the exact same tilt techniques are used as at mid
altitudes: ground clutter in the outer edge of the 40 and 80 NM range
scales and clutter specs or “noise” for the 160 NM range scale. The
major difference is that at higher altitudes, thunderstorm tops may
1st Edition
1 Mar 2016 8-5
become completely glaciated (formed entirely of ice crystals) and reflect

very little radar energy.
This significantly increases the risk of inadvertent thunderstorm top
penetration and special precautions should be used to keep the aircraft
safe.
Figure 8-5 High Altitude Ice Crystal Formation
WARNING
OVER-SCANNING AND SUBSEQUENT INADVERTENT
THUNDERSTORM TOP PENETRATION IS A SIGNIFICANT
THREAT DURING HIGH ALTITUDE MANUAL OPERATIONS.
OVER SCANNING
It is not unusual for cells to fall off the display as they approach the
aircraft, even though tops are still at the aircraft altitude. This occurs
because, at a constant tilt setting, the radar progressively scans higher
in the cell as the aircraft approaches.
In the following example, the circled cell disappears from the
radar display as the aircraft approaches. The top of this cell was
approximately 2000 ft. above the aircraft altitude and resulted in
moderate turbulence during a close approach.
1st Edition
8-6 1 Mar 2016
Figure 8-6 MulitScan of Over-Scanning Thunderstorms
As the aircraft approaches a thunderstorm, the beam will progressively

scan higher in the non-reflective portion of the cell. Thus, the cell may
fall off the display even though the top is still at the aircraft altitude. The
circled cell is 2000 ft. above the aircraft altitude, but falls off the display
at 25 NM due to over scanning.
OVER SCANNING PREVENTION METHODS
METHOD 1 — 80 NM TACTICAL RANGE SCALE

Use the 80 NM range scale as the primary weather avoidance range
scale. Set tilt so that ground clutter displays along the outer range scale
and track approaching cells through the clutter ring. If the cell stays on
the display until 40 NM its glaciated (non-reflective) top may be at the
aircraft altitude. Avoid the area where the cell is located even though it
no longer appears on the display.
1st Edition
1 Mar 2016 8-7
Figure 8-7 Radar at 80 NM, Mid Altitude
GCS A
TPI7398_01
80 NM Tactical Weather Display — If the cell stays on the display until

approximately 40 NM, the non-reflective top may be at the aircraft
altitude and the position where the cell is located should be avoided.
WARNING
IN MAN MODE, CELLS THAT FALL OFF THE DISPLAY WITHIN
40 NM OF THE AIRCRAFT SHOULD BE AVOIDED, EVEN
THOUGH THEY ARE NO LONGER ON THE DISPLAY. THE
NON-REFLECTIVE CELL TOP MAY STILL BE AT THE AIRCRAFT
ALTITUDE.
METHOD 2 — 40 NM OVER FLIGHT PROTECTION

The threat of over-scanning can be reduced by periodically selecting the
40 NM range scale and adjusting the tilt so that some clutter appears in
the outer most range scale. This significantly reduces the tilt and looks
much lower into the reflective part of the storm. If cells that are at the
aircraft altitude disappear within 40 NM of the aircraft, selecting the 40
NM range and applying this tilt technique should keep them in view
until they pass behind the aircraft. The 40 NM range scale tilt setting is
relatively low and may pick up weather that is beneath the aircraft and
does not need to be avoided. However, it does have the significant
1st Edition
8-8 1 Mar 2016
benefit of preventing inadvertent thunderstorm top penetration. A good

technique is for the Pilot Flying (PF) to set tilt for 80 NM and Pilot Not
Flying (PNF) to set tilt to 40 NM. Thus the PF can make deviation
decisions using the 80 NM (primary tactical) range scale and the PNF
can monitor potential Over Flight conditions on the 40 NM range scale.
Figure 8-8 Radar Displays Using Split Function
CGS A CGS A
TPI7400_01
Left — Aircraft at 35 000 ft. Captain’s tilt set for the 80 NM range scale.
Right — Aircraft at 35 000 ft. First Officer’s tilt set for 40 NM range
scale. Note the “finger” (see page 5-24) directly in the aircraft path that
has disappeared from the 80 NM range scale display.
NOTE
N
For the best tactical situation awareness, pilots can select different
range and tilt settings. When different tilts are selected, the radar
will update the Captain’s display on every right to left radar scan
and the First Officer’s display on every left to right scan. Thus,
display updates will occur every 8 seconds (instead of the normal 4
seconds) and will alternate between the Captain and First Officer’s
NDs.
METHOD 3 — MAN MAX GAIN

Increasing gain at cruise altitude increases the sensitivity of the receiver
and allows the radar to do a better job of displaying the non-reflective
thunderstorm tops. This is especially true over the ocean where the
tops of very low reflectivity cells are extremely difficult to detect. MAN
MAX gain is advisable during cruise and is highly recommended for
oceanic flight (see page 4-1 “GAIN - Manual Operation” for information
on manual use of gain, and page 5-1 for radar display interpretation
when increased gain is applied).
1st Edition
1 Mar 2016 8-9
Figure 8-9 MAN MAX Gain
TILT SETTINGS WHEN DESCENDING FROM HIGH

ALTITUDE
If the tilt is set properly at cruise altitude and then is not raised as the
aircraft descends, the radar beam will progressively “dig” deeper into
the ground. The result is a very colorful display of ground clutter that
may fully mask weather returns.
Figure 8-10 Result of Not Raising Tilt as Altitude Decreases
TPI7396_01
1st Edition
8-10 1 Mar 2016
During descent, tilt should be gradually raised to keep ground clutter in

the outer range scale. Should the flight crew fail to do so, ground clutter
will progressively fill the display.
Figure 8-11 Radar Display with Tilt Too Low
TPI7397_01
If the radar tilt is set to display clutter at the outer edge of the 80 NM
range scale at a cruise altitude of 35 000 ft. and the aircraft then
descends to 5000 ft. without the tilt being adjusted, the picture above is
the result. Ground clutter completely masks all weather returns.
OCEANIC TILT SETTINGS

When operating over water, there may not be adequate reflectivity
to display clutter at the edge of the range scale. Should clutter be
insufficient for determining the appropriate tilt angle, the table below
provides suggested tilt angles. The tilt settings place the radar beam at
the edge of the outer range scale.
1st Edition
1 Mar 2016 8-11
Long Range Weather Detection WRT-2100
Recommended Tilt Settings

Altitude 40 NM 80 NM 160 NM
40 000 ft -7° -3° -2°
35 000 ft -6° -2° -1°
30 000 ft -4° -1° 0°
25 000 ft -3° -1° 0°
20 000 ft -2° 0° +1°
LONG RANGE WEATHER DETECTION

The ability to gather strategic weather information out to 320 NM during
manual operation is possible if one understands the concept of the
radar horizon and then adjusts tilt appropriately. Over a distance of
320 NM, the curvature of the Earth causes the Earth’s surface to fall
away by approximately 65 000 ft. Thus, if the aircraft is at 35 000 ft. at
its current position, the Earth’s surface is actually 100 000 ft. below
the aircraft at 320 NM distance. The point where the Earth’s surface
falls below the radar beam and ground clutter is no longer displayed
is the radar horizon.
Figure 8-12 Long Range Scan with Minimal Tilt Down
TPI7406_01
When the radar beam is adjusted to eliminate ground returns, it will

scan over the top of weather that is over the horizon.
1st Edition
8-12 1 Mar 2016
WRT-2100 Long Range Weather Detection
To detect over the horizon weather, the radar beam should be adjusted
so that it “peeks” over the radar horizon. To accomplish this, first, adjust
the tilt for the 160 NM ranges scale (see page 8-4). This puts the bottom
edge of the beam right at the surface of the Earth. Remember that the
radar beam is 3.5° wide (page 4-21). Lower the tilt an additional 1.5°.
This places the bottom half of the beam in the ground clutter and allows
the top half of the beam to “peek” over the radar horizon.
Figure 8-13 Long Range Scan with Increased Down Tilt
TPI7407_01
The radar horizon is the point where Earth’s surface has dropped below
the radar beam and ground returns are no longer displayed. When the
radar beam is centered on the horizon, the radar is able to “peek” over
the horizon to detect long range weather.
The following picture shows the end result. The aircraft is at 23 000 ft.
A down tilt of -2.5° has been selected by the pilot. The radar horizon is
at approximately 160 NM.
1st Edition
1 Mar 2016 8-13
Recommended Manual Radar Operating Procedures WRT-2100
Figure 8-14 Weather Return Visible at Edge of Radar Horizon
300 NM WEATHER
225 nautical miles
GCS A
TPI7408_01
Aircraft at 23 000 ft. Down tilt of -2.5° selected. Long range weather is
visible over the radar horizon at 300 NM.
RECOMMENDED MANUAL RADAR OPERATING

PROCEDURES
It is recommended that pilots use the 80 NM scale as the primary tactical
range scale for weather avoidance and deviation decision making.
Periodic examination of the 160 NM and 40 NM range scales provides
strategic weather information and over flight protection, respectively. In
addition, increasing gain at cruise altitude increases receiver sensitivity
to best respond to the nonreflective nature of thunderstorms at the
aircraft’s altitude. MAN MAX Gain at cruise altitude is recommended.
1st Edition
8-14 1 Mar 2016
MultiScan™ Radar APPENDIX
TABLE OF CONTENTS
Title Page
Manual Notes ................................................................................... 9-1
Frequently Asked Questions ............................................................ 9-2
1st Edition
1 Mar 2016 i
APPENDIX MultiScan™ Radar
WRT-2100
1st Edition
ii 1 Mar 2016
WRT-2100 Manual Notes
APPENDIX
MANUAL NOTES
The general operating information in this guide must be supplemented
with information contained in the Aircraft Flight Manual (AFM). For
general information on aviation weather, refer to the Federal Aviation
Administration (FAA) AC 00–6A Aviation Weather for Pilots and Flight
Operations Personnel. In some cases, there is more than one way
to accomplish a task related to operation of the MultiScan Radar.
In general, this guide describes only one method for accomplishing
a specific task.
NOTE
N
The terms weather “threat” and weather “hazard” are used
interchangeably in this manual.
NOTE
N
Illustrations in this operator’s guide are for illustrative purposes only.
Some of the information shown is determined by other equipment
installed in the aircraft, the Flight Management System (FMS)
options installed, the interconnect wiring on the aircraft, and the
regime of flight.
NOTE
N
Some aircraft operators can have special procedures that are
different from those given in this operator’s guide. Refer to the
applicable AFM for instructions specific for your aircraft or to the
airline instructions for your specific operator.
NOTE
N
Most aircraft/airline operators establish guidelines for storm cell
avoidance distances. The crew has the sole responsibility to decide
how close to approach various types of storm cells. It is suggested
that these areas be avoided by no less than the minimum distance
established by the flight operations department.
The following Rockwell Collins trademarks are found throughout this

operator’s guide.
1st Edition
1 Mar 2016 9-1
Frequently Asked Questions WRT-2100
• MultiScan™
• MultiScan ThreatTrack™
• OverFlight™
• SmartScan™
• TrueZero™
• Geographic Weather Correlation™
FREQUENTLY ASKED QUESTIONS

1. In AUTO Mode the radar appears to be over sensitive. Why?
In AUTO Mode the radar uses an Automatic Temperature Based Gain
that increases gain as the outside air temperature decreases. This
increases the receiver sensitivity for non-reflective cell tops and helps
prevent inadvertent cell top penetration. By the time the aircraft is at
cruise altitude, AUTO CAL Gain and MAN MAX Gain are essentially the
same. Automatic Temperature Based Gain provides a great deal more
information to the pilots (more sensitive) than manual radar operation,
and it does require that the crew learn to reinterpret the display so that
they do not deviate unnecessarily.
For detailed information on Automatic Temperature Based Gain and
Radar interpretation, see page 4-4, page 5-1, and page 7-7.
2. Sometimes during cruise I see weather out the window that
does not show on the display in AUTO Mode. However, I can
often see it when I switch to MAN Mode. Is the radar performing
properly in AUTO?
In AUTO Mode, MultiScan uses a “Quiet, Dark Cockpit” philosophy. The
radar draws a line approximately 6 000 ft. beneath the aircraft. If a storm
top protrudes above this line, then the cell is displayed on the ND. If the
cell top is below the 6 000 ft. line and, thus, not a threat to the aircraft, it
is not displayed. During IMC or night operations the Quiet, Dark Cockpit
Human Machine Interface (HMI) helps prevent unnecessary deviations
for weather that is well below the aircraft altitude.
Note, it is possible to go to MAN Mode, tilt the radar down and see the
weather that is beneath the aircraft altitude.
1st Edition
9-2 1 Mar 2016
WRT-2100 Frequently Asked Questions
For details on the Quiet, Dark Cockpit Philosophy see page 4-7. An
explanation of how the radar determines cell tops can also be found
on page 7-6 and page 7-9.
3. The radar only appears to be accurate to 40 NM. Sometimes
I make deviation decisions at 80 NM, but weather will suddenly
appear between two cells at around 40 NM. Can you explain?
The radar employs a feature called Sensitivity Time Control (STC) to
keep cells looking the same from 80 NM until they pass behind the
aircraft. However, at about 40-50 NM the decrease in attenuation allows
green returns to appear on the display. Green in this case represents
very low reflectivity returns (two color levels below the normal green
threshold). If a transit corridor fills with green at 40 NM, this does
not mean that weather has suddenly appeared in the aircraft flight
path. Rather, the existing haze between the cells is now visible and
may be transited. Light to moderate chop would be expected and it is
appropriate to turn on the seat belt sign.
See page 4-12 for details.
4. When switching between AUTO and MAN Modes, I get very
different pictures. Why?
In MAN Mode, the radar operates like a traditional radar. Tilt and gain
must be controlled by the flight crew. The only automatic function
is windshear alerts. IN AUTO Mode, the radar incorporates many
automatic functions including The Quiet, Dark Cockpit, Variable
Temperature Based Gain, OverFlight Protection, Geographic Weather
Correlation and Ground Clutter Elimination. Therefore, the picture in
AUTO will always be very different than MAN Mode. Because of the
features associated with AUTO operation, AUTO and CAL Gain are
recommended in all phases of flight.
See page 4-4, page 4-7 and page 7-1, How the (MultiScan ThreatTrack)
Radar Works for details.
5. During oceanic flight, cells that are below the aircraft tend to
stay on the display until about 35 NM. I thought the radar was
eliminating cells beneath the aircraft altitude. Why is this not
happening over the ocean?
Oceanic cells are notoriously difficult to display properly. They are
about 200 times less reflective than land based cells and tend to rain
out at low altitudes, even though the cell top still reaches to the aircraft
1st Edition
1 Mar 2016 9-3
Frequently Asked Questions WRT-2100
altitude. Over the ocean, the radar looks low in the cell and measures
the height of the reflective portion of the cell. It then uses storm models
to predict if the cell top reaches the aircraft altitude or not. In general,
if the cell is at the aircraft altitude, it will be detectable at 120 NM and
remain pretty much unchanged in appearance as it approaches the
aircraft. If it is beneath the aircraft the red core will change to yellow
and then to green as the aircraft gets closer and eventually fall of the
display. Best practices dictate that if the cell remains unchanged from
120 to 60 NM, it should be considered at the aircraft altitude and a
deviation should be requested.
Note: SB 7 did introduce an Oceanic over warning condition into the
radar. Details on how to deal with this can be found on page 5-35.
6. Sometimes at mid altitudes (10 000 - 20 000 ft.) the radar does
not show convective cells that I can see out the window. Why?
During the early stages of development, cells do not have enough water
in them to display. This is especially true in areas with high particulate
matter (i.e., pollution). The particulate matter enables the formation
of clouds without significant moisture content. This is disconcerting,
because these mid altitude cells do have significant bumps associated
with them. When the radar shows some weather and does not show
other weather, the most logical conclusion is that the cells that are not
being displayed have not yet reached the water content threshold for
green to be displayed.
Note: SB 7 improves detection of mid altitude weather, but it won’t solve
all of these problems. Sometimes mid altitude cells, even when they
are convective, are not detectable by radar.
Please see page 5-8 for details.
1st Edition
9-4 1 Mar 2016
WRT-2100 Index
INDEX
Subject Page
A
Anvil Top Associated Threat ........................................................... 6-14
Associated Threat ............................................................................ 6-8
Associated Threat Interpretation .................................................... 6-15
Associated Threat Operational Guidelines ..................................... 6-15
Attenuation ..................................................................................... 4-10
AUTO Operation ............................................................................... 4-4
Automatic Temperature Based Gain ......................................... 5-2, 7-7
B
Beam to Beam Power Comparison .................................................. 7-2
Beam Width .................................................................................... 4-18
Bright Band ....................................................................................... 5-5
C
Cell Height Resolution .................................................................... 4-18
Control, Gain .................................................................................. 3-10
Control, Tilt ....................................................................................... 3-9
Controls, General ............................................................................. 3-1
Controls, Mode ................................................................................. 3-4
Controls, MultiScan (V1) .................................................................. 3-1
Core Threat Analysis ........................................................................ 6-2
D
Directly Detected Threats ................................................................. 6-2
E
Efficient Aircraft Operation ............................................................... 2-1
F
FAQ .................................................................................................. 9-2
Flight Path Hazard Analysis ............................................................. 7-1
Frequently Asked Questions ............................................................ 9-2
1st Edition
1 Mar 2016 Index-1
Index WRT-2100
Subject Page
G
Gain .................................................................................................. 4-1
Gain Control ................................................................................... 3-10
General Controls .............................................................................. 3-1
Geographic Weather Correlation ...................................................... 7-9
H
Hail Prediction ......................................................................... 6-8, 6-11
High Altitude Tilt Guidelines ............................................................. 8-5
L
Lightning Prediction .......................................................... 6-8, 6-9, 6-11
Long Range Weather ..................................................................... 4-11
Long Range Weather Detection ..................................................... 8-12
Low Altitude Operations ................................................................... 5-5
Low Altitude Tilt Control .................................................................... 8-2
M
MAN Operation ................................................................................. 4-1
Manual Operating Techniques .......................................................... 5-1
Map .................................................................................................. 3-9
Mature Cell Associated Threat ....................................................... 6-11
Mid Altitude Associated Threat ......................................................... 6-9
Mid Altitude Tilt Control .................................................................... 8-3
Mode Controls .................................................................................. 3-4
Monsoon ........................................................................................... 5-5
MultiScan .......................................................................................... 2-3
MultiScan Controls (V1) ................................................................... 3-1
MultiScan ThreatTrack ............................................................ 2-7, 7-15
MultiScan V1 ........................................................................... 2-5, 5-32
N
Navigable Weather ......................................................................... 5-17
Navigable/Non-Navigable Weather ................................................ 5-16
Non-Navigable Weather ................................................................. 5-24
Non-Reflective Weather ................................................................... 5-8
O
Objectives ......................................................................................... 2-1
1st Edition
Index-2 1 Mar 2016
WRT-2100 Index
Subject Page
Oceanic Tilt Settings ....................................................................... 8-11
Operating Risks ................................................................................ 2-2
Over Sensitivity .............................................................................. 5-26
OverFlight Protection ...................................................................... 7-17
P
PAC Alert ........................................................................................ 4-16
Path Attenuation Compensation ..................................................... 4-16
Predictive OverFlight ........................................................................ 6-4
Primary Technologies ....................................................................... 7-1
Q
Quiet, Dark Cockpit .......................................................................... 4-7
R
Radar Interpretation ....................................................... 5-5, 5-14, 5-16
Radar Reflectivity ............................................................................. 4-1
Radar Scan .................................................................................... 7-20
Radar Shadow ................................................................................ 4-14
Radiation Hazard ............................................................................ 7-21
Recommended Manual Radar Operating Procedures ................... 8-14
Recommended Operating Mode .................................................... 3-11
S
SB502 ............................................................................................. 5-32
SB503 ............................................................................................. 5-35
Secondary Technologies ................................................................ 7-17
Sensitivity Time Control .................................................................. 4-12
Service Bulletin Overview ............................................................... 5-31
SmartScan ...................................................................................... 7-18
Spoking .......................................................................................... 5-29
Stratiform Rain ................................................................................. 5-5
T
ThreatTrack .................................................................................... 5-40
Tilt Control ................................................................................. 3-9, 8-1
Tilt Philosophy ................................................................................ 7-20
Tilt Settings When Descending from High Altitude ......................... 8-10
Track While Scan Threat Analysis .................................................. 7-15
1st Edition
1 Mar 2016 Index-3
Index WRT-2100
Subject Page
TrueZero ......................................................................................... 7-20
TURB ................................................................................................ 3-8
Turbulence ........................................................................................ 3-8
Turbulence Prediction .............................................................. 6-8, 6-11
Two-Level Enhanced Turbulence ..................................................... 6-7
W
Weather Mode .................................................................................. 3-4
Weather+Turbulence ........................................................................ 3-6
Windshear ...................................................................................... 4-21
Windshear Detection Regions ........................................................ 4-23
WX Mode .......................................................................................... 3-4
WX+T ............................................................................................... 3-6
1st Edition
Index-4 1 Mar 2016
523-0823866-001117
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All Rights Reserved, Printed in USA

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3 CONTROLS (MULTISCAN V1)

Tab Title Page

Tab Title Page

7 MULTISCAN THREATTRACK™ - HOW IT WORKS

8 MANUAL OPERATING TECHNIQUES

INDEX ................................................................................ Index-1

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2-1 MultiScan Quiet Dark Cockpit Efficient Deviation ................. 2-2

Figure Title Page

4-19 PAC Alert — AUTO CAL Gain ............................................ 4-17

Figure Title Page

5-31 Over Sensitivity — ND ........................................................ 5-28

Figure Title Page

Introduction ....................................................................................... 1-1

Safety Summary ............................................................................... 1-2

Notices ............................................................................................. 1-4

List of Acronyms and Abbreviations ................................................. 1-4

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To submit comments regarding this manual, please contact:

Rockwell Collins Services

Attn: Technical Operations M/S 153-250

or send email to: PubsTrain@rockwellcollins.com

LIST OF ACRONYMS AND ABBREVIATIONS

Introduction ....................................................................................... 2-1

MultiScan Overview .......................................................................... 2-3

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KEEPING PASSENGERS AND CREW MEMBERS SAFE

ENABLE EFFICIENT AIRCRAFT OPERATION

Figure 2-1 MultiScan Quiet Dark Cockpit Efficient Deviation

The Quiet, Dark Cockpit Philosophy results in more efficient weather

LOWER OPERATING RISKS

Figure 2-2 Hail and Lightning Display

Figure 2-3 Original MultiScan Technology

Figure 2-4 Quiet, Dark Cockpit Concept (6000 ft Line)

As is shown in the figure on page 2-6, the Heads Up Display (HUD)

Figure 2-5 Quiet, Dark Cockpit Example

The other major technology infusion in MultiScan V1 is the incorporation

Figure 2-6 Thunderstorm Reflectivity

Figure 2-7 Track While Scan

Figure 2-8 MultiScan ThreatTrack Radar Display Icons

Controls (Multiscan v1) ..................................................................... 3-1

General Controls .............................................................................. 3-1

Mode Controls .................................................................................. 3-4

TILT Control ...................................................................................... 3-9

GAIN Control .................................................................................. 3-10

Recommended Operating Mode .................................................... 3-11

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CONTROLS (MultiScan V1)

CONTROLS (MULTISCAN V1)

Figure 3-1 Airbus Radar Control Panel

AUTO: When the radar is in AUTO and WX is selected MultiScan’s V1

Figure 3-2 Navigation Display with Radar in Automatic Mode

Figure 3-3 Navigation Display with Radar in Manual Mode

GCS (GROUND CLUTTER SUPPRESSION)

PWS (PREDICTIVE WINDSHEAR)

Figure 3-4 Weather Display to 300 NM

WX+T (WEATHER + TURBULENCE)

Figure 3-5 Weather Plus Turbulence Mode at 40 NM

Weather plus magenta turbulence is displayed on the 40 NM range