Legacy Bashfest - Bring it on!

[ERJ-140]

Darn. I really wanted to make the list too

You'll probably have your chance. Perhaps you are more of a gentleman than you realize.

 

[Flechas]

That is not true unless you leave it in "AUTO".

Wrong, I've been in the crap and tried maual as well and nothing changed, what a ride we had, good thing it was a ferry flight.

 

[ERJ-140]

Did you try the REACT mode? Just curious what it was showing you.


Is not the Legacy radar the Primus 880 by Honeywell? (Most RJs have the 660 that I know of with the 880 as an option.) Isn't that radar available/installed on many other jets like the G-IV, Falcon 2000, Citation VII, etc.?


If so, how can the radar suck? I would say that if anything, perhaps the "dish" is the issue, not the radar.

 

[ERJ-140]

Yeah I know, what a tool to quote the AOM Volume 2.

______

"NAVIGATION AND
COMMUNICATION
AIRPLANE
OPERATIONS
MANUAL
2-18-45
Page
12
Code
01 REVISION 6
ANTENNA STABILIZATION (STAB or STB)
The antenna is normally pitch and roll-stabilized by using attitude
information from the IRS. Momentarily pushing the STAB (or STB)
button disables antenna stabilization and an amber “STAB”
annunciation label is presented on the PFDs’ and MFDs’ radar mode
field.
RECEIVER GAIN (GAIN)
The GAIN knob is a rotary control and push/pull switch that controls
radar receiver gain. Two gain modes are available: calibrated or
variable.
Calibrated: When the GAIN knob is pushed in, receiver gain is preset
and calibrated, which is the normal mode of operation. In calibrated
gain, the rotary function of the GAIN knob is disabled.
Variable (VAR): When the GAIN knob is pulled out, the system enters
the variable gain mode. Variable gain is used for additional weather
analysis and for ground mapping. In the WX mode, variable gain can
increase receiver sensitivity over the calibrated level to show very weak
targets or can be reduced below the calibrated level to eliminate weak
returns. In the GMAP mode, variable gain is used to reduce the level of
strong returns from ground targets."

"NAVIGATION AND
COMMUNICATION
AIRPLANE
OPERATIONS
MANUAL
2-18-45
Page
14
Code
01 REVISION 6
TILT
Tilt management is crucial to the safe operation of weather radar. If
improperly managed, weather targets can be missed or
underestimated. Proper tilt management demands that tilt be changed
continuously.
To find the best tilt angle after the airplane is airborne, adjust the TILT
antenna downward until a few ground targets are visible at the edge of
the display. The table below gives the approximate tilt settings for
minimal ground target display for different altitudes and ranges. If the
altitude changes or a different range is selected, adjust the tilt control
as required to minimize ground returns.
When flying at high altitudes, tilt downward frequently to avoid flying
above storm tops. When in low altitude or approaching for landing, tilt
management must be performed manually, with the radar beam
vertically sweeping from up to down to avoid flying above or below a
storm line."


"AIRPLANE
OPERATIONS
MANUAL
NAVIGATION AND
COMMUNICATION
REVISION 6 2-18-45
Page
17
Code
01
ALTITUDE COMPENSATED TILT (ACT) (P-880 MODEL ONLY)
In ACT, the antenna tilt is automatically adjusted with regard to the
selected range and airplane altitude. ACT adjusts the tilt to show a few
ground targets at the edge of the display. The TILT knob can be used
for fixed offset corrections of up to 2°.
NOTE: Proper tilt management demands that tilt be changed
continuously, even in airplanes equipped with ACT." *


___

You can also use it to power through rain that attenuates the AUTO mode. Again, you would be very surprised to see how few people actually do this. In my prior life people would point it at -1 and Auto and fly along happy as a clam. Again, not a good idea with this radar. I disagree with their technique in part on how to paint ground targets - it would be more involved than the way I learned it (no I won't explain it so don't ask) - but it works okay...

Standing by to be lambasted...



* Not available on the commonly installed ERJ P-660 radar.

 

[ERJ-140]

"NAVIGATION AND
COMMUNICATION
AIRPLANE
OPERATIONS
MANUAL
2-18-45
Page
18
Code
01 REVISION 6
RADOME
The radome is the primary factor behind degraded weather radar
performance. The problems affecting the radome are as follows:
- A water film over the radome’s surface when flying in rain.
- Greased radome.
- Cracked radome.
- Holes caused by lightning strike/electrostatic discharges.
- Excessive application of antistatic paint.
Water Film Over The Radome’s Surface: When flying in rain, there
is indication that at some specific altitudes and speeds a water film is
formed on the radome, altering the weather radar indications. The
radar display may disappear or turn red. To avoid this problem, there is
a hydrophobic coating product named CytonixÒ that can be applied to
the radome surface.
Greased Radome: The presence of grease or dirt over the radome’s
surface also impairs radar transmission. These should be reported
immediately to maintenance personnel for cleaning or corrective
action.
Electrostatic Discharges: Static electricity influences radar
performance. The right bonding is necessary. Bonding is accomplished
through two metallic meshes that link the radome’s metallic bulkhead
(diverters) to the airplane’s airframe. It is important to make sure that
they are in good condition and not painted. If both the metallic meshes
and screws are painted, this will isolate the static power generated in
the radome, resulting in electrical discharges that will follow towards
the radar antenna and/or generate noise in the audio system.
Cracked Radome: Small holes caused by electrostatic discharges,
minor damage to structure or paint can cause water infiltration in the
radome’s honeycomb composite structure. It can result in significant
radar signal attenuation, distortion and in some cases, can cause dark
spots on the radar screen."

___


This sounds like what you guys who had problems were dealing with.

There is also an optional Lightning Sensing System available. That would certainly be helpful to compensate for the radar's deficiencies. I don't see any ERJs with it.

 

[Flechas]

.Water Film Over The Radome’s Surface: When flying in rain, there
is indication that at some specific altitudes and speeds a water film is
formed on the radome, altering the weather radar indications. The
radar display may disappear or turn red. To avoid this problem, there is
a hydrophobic coating product named CytonixÒ that can be applied to
the radome surface.

There you have it, I guess I should wax the radome before every flight....

 

[banned username 2]

There you have it, I guess I should wax the radome before every flight....

ERJ-140 waxes it before every flight in the Mighty WSCofD, but I don't think it's the radome...

 

[ERJ-140]

ERJ-140 waxes it before every flight in the Mighty WSCofD, but I don't think it's the radome...

HA HA HA! I'm going to start using that one. The only thing bigger than a pilot's ego is his radome.

 

[ERJ-140]

There you have it, I guess I should wax the radome before every flight....

That's probably a MX function. Heck if the operators would just replace radomes that have holes in them that would probably solve 90% of the problem.

 

[banned username 2]

7 posts to go until reaching 1,000 posts!

 

[corp_da20_guy]

Only 6 more to go now!

 

[Flechas]

I say we stop here and don't let it get to 1000!

 

[Flechas]

I guess I'm not helping...

 

[bigD]

997! Woohoo!

 

[bigD]

998! Woohoo!

 

[bigD]

999! Woohoo!

 

[bigD]

1000!!!!

I'm sorry. I'm such a post whore.

 

[Flechas]

ooops...

 

[Flechas]

You bit me to it BigD, no more happy pill for you!!

 

[Dangerkitty]

And if you are so good at "Basic Radar Techniques" Dangerkitty, pray tell how you could miss spotting a Level 4 with any radar? Was the radar inop? The point in explaining all of that is...though the techniques may be basic, one would be extremely surprised to see how rarely people use them. Radar training is often given short shrift, and being lazy with radar on an EMB can get you in trouble more so than an airplane with a "more precise," "better," or "more powerful" wx radar can. The 737 radar is light years ahead of the EMB radar. I completely agree the EMB radar could be better. It could. It should be. It isn't, though, and we are forced to learn to use what we have.

Again, the EMB radar doesn't suck, it's just different. You have to know how to use it.

ERJ-140,

I have tried to tell you a million times but I will go through it one more time.
Back in 1998-1999 when I was flying the EMB-145 we had major major major problems with the radar. It wasn't just me, it was all of Continental Express Airlines. Since Continental Express was the launch customer for this POS airplane you love so much Honeywell, Embraer, and COEX all got together to come up with a fix for the radar problem. We tried everything known to man to get this thing to work and we still had problems. When I left COEX to go to a major the problems had yet to be resolved. Being that COEX was/is an airline that is in the business to fly passengers and make money they would just put a band-aid on the problem in hopes that it would go away. To my knowledge, it never did.

Let me state this again. When I left Continental Express Airlines there were major problems with the radar. So much so that our VP of Flight Ops made a special voicemail to the pilots about it. We had about 1800 pilots when I left COEX. I dont think he would do it for that many pilots unless we were having major issues with it.

Furthermore, your "radar shadows" theory is absolute bunk. A radar shadow is a radar shadow. You can't pull shadows out of precip. IT CAN'T BE DONE!
A shadow is something you avoid at all costs becuase the precip is so strong that the radar can't give you information of whats on the other side. All the AUTO tilts, AUTO gains, manual gains, and moving the radar up and down will do nothing if the precip is that strong. It wont be able to see anything on the other side.

ERJ-140: My experience speaks for itself.

I flew for COEX for 3 and 1/2 years and flew the EMB-145 for over 2.
I was hired by two major airlines:
American Airlines and Delta Airlines
I have since been flying a Lear 60 after furlough and am in the process of getting typed in a bigger aircraft for a new company.
I am typed in 5 airplanes and about to be typed in a 6th.

I have been through countless classes on radar. The American Airlines radar class is probably the best I have ever been in and I have attended that class over 5 times.

I think I have just a little clue as to what I am talking about.

On the other hand you state you are typed in the B-737. When asked very simple questions about the aircraft you dodge the question and dont even answer. That is why you have no credibility here. Every other day you are caught in a new lie.

Why dont you tell us about your B-737 type. Where were you typed and what do you know about the B-737?

The ball is in you court.