IntuVueRDR-7000 Weather Radar Pilot's Guide
Simplified Operating Procedures D201911000094
14 Rev 0, Feb 2020
AVOIDANCE MANEUVERS
When considering avoidance maneuvers, keep the following in mind:
Never deviate under a storm cell or the associated anvil.
Plan deviations on the upwind side of storm cells to avoid
turbulence generated downwind of convection, which may not be
detectable by the radar.
When flying between storm cells, allow at least 40 nm separation.
Damaging hail can be thrown at least 20 nm from the storm cell by
upper level winds.
Avoid all yellow, red, or magenta areas, particularly if they can be
associated with convective activity.
Avoid any cells associated with Hail or Lightning Icons by a
minimum of 20 nm (see page 21).
In areas where the REACT field is shown, expect the possibility of
weather that may have to be avoided.
Establish an avoidance plan before getting within 40 nm of the
cells to allow time to negotiate a deviation with ATC. (See
PLANNING A PATH on page 48 for more information.)
Consider the height of a storm cell when planning avoidance.
o Avoid all green, yellow, red, and magenta areas of cells taller
than 28,000 feet by at least 20 nm.
o Cells exceeding 35,000 feet should be considered extremely
hazardous and additional separation (in addition to the 20 nm)
should be used.
o WX MAN mode can be used to evaluate the heights of storm
cells.
As with previous radars, low-lying stratus weather may be difficult
to discriminate from ground returns. The radar may not show this
sort of weather on the display.
The use of the internal topographical information results in a
significant reduction in ground returns. However, the radar is not
aware of man-made reflectors such as buildings at airports and in
cities. Therefore, it is possible that not all ground clutter will be
eliminated.
There are several potential sources of false weather indications,
including RF interference sources external to the aircraft,
anomalous signal propagation due to atmospheric conditions,
strong returns from urban areas and mountainous regions, and
others. Before making operational decisions based on small
isolated indications on the weather display, the validity of these
indications should be verified via PIREPS, ground-based weather
sources and/or ATC communications.
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