HOW TO USE THE

PRIMUS® 660
WEATHER RADAR
 CONTENTS
A. INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

B. RADAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

C. INTERPRETING WX RADAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

D. DESCRIPTION PRIMUS 660 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

E. WEATHER RADAR CONTROL PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

F. TILT MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

VERSION 1.0

2
A. INTRODUCTION
This brochure aims to provide the operator with essential knowledge about the use of the Primus®
660 weather radar by Honeywell. This brochure is based on the Primus® 660 pilot’s manual written
by Honeywell.
The purpose of the weather radar is to detect storm activity along the route. After interpreting the
weather radar information, pilots may decide on a new course to avoid the storm, to divert to an
alternate airport or to hold on a waypoint.
This brochure addresses the ATR 42/72-500 MOD 5016* and the ATR 42/72-600.
Should you find any discrepancy between the ATR operational documentation and this brochure, the
information contained in the ATR Flight Crew Operating Manual (FCOM) and/or Honeywell manual
(Primus® 660 Digital weather radar system Pilot’s manual) shall prevail.

The ATR flight-ops support

(*) MOD 5016: Navigation - Install weather radar type PRIMUS® 660

3
 B. RADAR SYSTEM
The radar system sends out short bursts of electromagnetic energy (X-band) that travel through space
as radio waves. When these energy waves strike a target, some of the energy reflects back to the
radar receiver. Thanks to the Doppler effect, electronic circuits measure the elapsed time between
transmission and reception of the echo to determine the distance to the target (range).
Intensity of precipitation is calculated using radar echo returns that are proportional to droplet size
(small droplets will return fewer echoes whereas heavy droplets will return the majority of radar
waves).
Reflectivity of precipitation also depends on the type of precipitation. Dry precipitation* will return
fewer echoes than precipitation with a high water content.
(*) For example, dry snow is less dense than wet snow; therefore, it is less sticky.

4
C. INTERPRETING WEATHER RADAR
During flight preparation, the crew analyzes the weather forecast and the radar images to determine
the best route to avoid hazardous weather. They also take the wind direction is into consideration, to
predict the movement direction of the squall line.
In flight, the WX radar will help the crew to adapt the route according to actual weather conditions.
The WX radar can detect water in liquid form. Radar does not detect turbulence and dry hail
(exception in the table below).
NOTE: The presence of ice or water on the radome does not generally cause radar failure, but it
hampers its operation. Ice or water on the radome increases the attenuation, making the radar
appear less sensitive.

RADAR REFLECTS RADAR does NOT REFLECT

RAIN VAPOR
WET HAIL & SNOW ICE CRISTALS
DRY HAIL
DRY HAIL
(very poor reflection – diameter
(diameter below 1 inch / 2.54 cm)
above 1 inch / 2.54 cm)

Basically, the radar detects and displays RAIN. Looking at a thunderstorm, the echoes will grow
progressively larger and sharper in the middle. The darkest area is the most dangerous zone that
must be avoided by pilots.

AREAS OF MAXIMUM TURBULENCE GROWING

CELLS

DECAYING
CELLS MATURE CELLS

OUTLINE OF RAIN AREA VISIBLE TO RADAR

BEST DETOUR AD–12058–R1@

5
 EFIS (42/72-500) – Example of new route

New route
to avoid
hazardous
weather

The stronger the echo return, the further the turbulence is encountered from the storm core at any
altitude. Severe turbulence is often encountered in the tenuous anvil cloud 15 to 20 miles downwind
from a severe storm core. Moreover, the storm cloud is only the visible portion of a turbulent system
with up and down drafts that often extend outside of the storm.

6
D. PRIMUS 660® DESCRIPTION
The PRIMUS® 660 WX radar system is an X-band digital radar for weather detection (WX) and ground
mapping (GMAP).
The weather radar system detects atmospheric disturbances and provides the crew with a display
of precipitation levels for ranges up to 300 NM in front of the aircraft. The system is composed of a
Receiver Transmitter Antenna (RTA – 18-inch diameter), a WX radar control panel and radar displays
(EFIS, -500 version or MFD -600 version).
- ATR 42/72-500 MOD 5016: with a single WX radar control panel, both CPT/FO radar displays
are identical.
- ATR 42/72-600: with a single WX radar control panel, both CPT/FO displays are identical but
pilots can select a different range using the EFCP.

Receiver Transmitter Antenna

WX radar Control panel ATR 42/72-500 EFIS CPT/FO

EFCP WX radar Control panel ATR 42/72-600 MFD CPT/FO

7
 E. WEATHER RADAR
CONTROL PANEL
Controller ATR 42/72-500

2 4 1 5 6 7 8 3

Controller ATR 42/72-600

1 - RADAR
OFF: turns off the radar system
SBY: transmitter and antenna scan are inhibited.
- ATR 42/72-500 MOD 5016: STBY (green) is displayed on the EFIS.
- ATR 42/72-600: WX STBY (white) is displayed on the MFD.
If necessary, the radar is ready to be used. This function must be activated before each flight regardless
of the weather forecast.

NOTE: During ground operations and taxi, pilots must switch the Radar selector to SBY to ensure
safety for ground personnel.

WX: Weather detection is fully operational.

- ATR 42/72-500 MOD 5016: WX (green) is displayed on the EFIS
- ATR 42/72-600: WX TX (green) is displayed on the MFD
If WX is selected before the initial RTA warm-up period (45 to 90 seconds), WAIT is displayed on the
EFIS/MFD.
In weather mode, the GAIN is preset (refer to paragraph E-4-GAIN).

8
 ARC mode ROSE mode

EFIS (ATR 42/72-500) MFD (ATR 42/72-600)

GMAP: Ground Mapping
The GMAP position allows the radar to detect ground obstacles.
- ATR 42/72-500 MOD 5016: GMAP (green) is displayed on the EFIS
- ATR 42/72-600: WX GMAP (blue) is displayed on the MFD
If GMAP is selected before the initial RTA warm-up period (45 to 90 seconds), WAIT is displayed on
the EFIS/MFD.

NOTE:
- REACT or TARGET modes cannot be selected in GMAP mode. (refer to paragraphs E-5-RCT and
E-7-TGT).
- Do not use GMAP mode for weather detection.
COLOR LEVEL OF REFLECTION
Black No return
Cyan Least return
Yellow Moderate return
Magenta Strong return

Pilots can manually decrease the gain to eliminate unwanted clutter. With experience, pilots can
interpret the color display patterns that indicate water regions, coastlines, hilly or mountainous
regions. A good learning method is to practice ground-mapping during flights in clear visibility
where the radar display can be visually compared with the terrain.

EFIS (ATR 42/72-500)

9
 FP: Flight Plan (available only on -500 version)
The FP position allows the radar controller to select a very long range for display (500 and 1000 NM).
FPLN (green) is displayed on the EFIS. In FP mode, WX mode is not displayed.
However, TGT mode can be selected (refer to paragraph E-7-TGT). In this case, FPLN and TGT (green)
are displayed on the EFIS. The radar is set to detect hazardous weather within 5 to 55 miles, 7.5° on
each side of aircraft heading. The target alert changes from green armed to amber TGT to alert pilots
that hazardous weather has been detected in the flight path. Pilots must then select WX mode to view it.

EFIS (ATR 42/72-500)

TEST: test mode

The TEST position allows specific test patterns with the following items.
Color Bands: a series of black/green/yellow/red/cyan/white/magenta/blue bands, indicates that the
signal to color conversion circuits are operating normally.
Maintenance function: Text or Code Fault is displayed.
EFIS/MFD: fault is shown on the display (TEST or WX TEST)

NOTE: In test mode, the transmitter is switched ON and is radiating. ATR recommends referring to
the Honeywell manual (Maximum Permissible Exposure Level) before using TEST mode.

2 - RANGE

Two buttons (up and down) are used to select the range to be displayed.
ATR 42/72-500 MOD 5016
- Weather mode (WX): ranges from 2.5 to 300 NM (5 / 10 / 25 / 50 / 100 / 200 / 300 NM)
- Flight Plan mode (FP): additional ranges are available (500 and 1000 NM).
The same range is displayed on both EFIS.
ATR 42/72-600
Range is selected from the EFCP Nav box on the pedestal,
- Weather mode (WX): from 2.5 to 320 NM (5 / 10 / 20 / 40 / 80 / 160 / 320 NM)
Two independent ranges can be displayed on each MFD.

10
 3 - TILT
The tilt knob is a rotary control that is used to select the tilt angle of the RTA beam in relation to the
horizon from 15° down to 15° up. ATR recommends adjusting the tilt button frequently to scan below
and above flight level to avoid flying within thunderstorms.
On version -500, the tilt angle is not displayed on the EFIS.
On version -600, the tilt angle is displayed on the MFD (on the bottom right in blue).

MFD (ATR 42/72-600)

11
 4 - GAIN
When the GAIN rotary control is pushed, the system activates the preset calibrated gain mode.
Rainfall Rate
COLOR LEVEL
in/hr* mm/hr**
No return No return Black No detectable cloud
.04 - .16 1-4 Green Moderate storm
.16 - .47 4 - 12 Yellow Less severe storm
.47 - 2 12 - 50 Red Strong storm
>2 > 50 Magenta Intense storm

When the GAIN rotary control is pulled, the system activates the variable gain mode. Variable gain
mode is useful for additional weather avoidance. In WX mode, increasing the receiver sensibility
makes it possible to view weak targets and decreasing the receiver sensibility makes it possible to
eliminate weak returns.
- ATR 42/72-500 MOD 5016: VAR (amber) is displayed on the EFIS
- ATR 42/72-600: G-VAR (green) is displayed on the MFD

* inches/hour
** millimeters/hour

NOTE: Low variable gain settings may eliminate hazardous targets from the display.

EFIS (ATR 42/72-500) MFD (ATR 42/72-600)

12
 5 - RCT - Rain echo attenuation Compensation Technique (REACT)

When RCT is selected, RCT (green) is displayed on the EFIS/MFD. RCT is a submode of WX mode that
automatically uses preset Gain, with the following functions switched ON:
- Attenuation compensation
When the radar energy goes toward heavy rain, it could result in a phenomenon known as “shadowing”
or “attenuation”. Storms (heavy rain) can totally attenuate the radar energy making it impossible to
detect the weather behind the first storm cell. With attenuation compensation, the cell behind the first
storm cell remains properly calibrated to facilitate long-range weather detection.
- Cyan REACT field
The receiver gain is adjusted to maintain target calibration based on the attenuation compensation.
A high attenuation level could cause the receiver to reach its maximum gain value. In this case, the
weather target can no longer be calibrated. This is highlighted by replacing the background field
from black to cyan.
The cyan area should be avoided. To be conservative, any target detected inside a cyan area is
automatically forced to a magenta color (maximum severity).

EFIS (ATR 42/72-500) MFD (ATR 42/72-600)

13
 6 - STAB
The STAB button is used to activate/deactivate the pitch and roll stability (ON and OFF buttons).
The purpose is to stabilize the antenna (relative to the earth’s surface) regardless of aircraft bank and
pitch.
The stabilization system uses the aircraft attitude source as a reference.
For further information, please refer to the Honeywell manual (Stabilization).
ATR does not recommend that flight crews use this function without having studied the Honeywell
manual.

FSBY mode: Forced Standby

FSBY mode is a safety feature that inhibits the RTA on the ground to avoid X-band microwave radiation
hazard, thanks to the Weight-On-Wheels inhibition. FSBY is an automatic, non-selectable mode.
Pilots can override FSBY mode, by pushing the STAB button 4 times within 3 seconds. To restore FSBY
mode, pilots have to pull the tilt control out, push it in, pull it out, and push it in within 3 seconds (refer
to paragraph E-3-TILT)
Take the following precautions if the radar system is operated in any mode other than standby or
forced standby while the aircraft is on the ground:
- The nose of the aircraft must be directed so the antenna scan sector is free of large metallic objects,
such as hangars or other aircraft for a minimum distance of 30 meters (100 feet), and tilt the antenna
fully upwards.
- Do not operate the radar system during aircraft refueling or during refueling operations within
30 meters (100 feet).
- Do not operate the radar if personnel are standing too close to the 120° forward sector of aircraft.
For further information, please refer to the Honeywell manual (Maximum Permissible Exposure Level).

14
 7 - TGT
When TGT is selected, the target alert monitors beyond the selected range and within 7.5° on each
side of the aircraft heading. The target alert changes from green armed to amber TGT to alert pilots
that hazardous weather is detected beyond the selected range. The target alert is inactive within the
selected range. Selecting TGT forces the system to preset gain.
TGT can only be selected in WX or FP mode (-500 version only).

Selected Range (NM) Target Range (NM)

5 5-55
10 10-60
25 25-75
50 50-100
100 100-150
200 200-250
300 N/A
FP (Fight Plan) 5-55

8 - SECT
When SECT is selected, the normal scan sector (12 looks/minute on 120°) is replaced by a faster scan
(24 looks/minutes on 60°).

EFIS (ATR 42/72-500) MFD (ATR 42/72-600)

15
 F. TILT MANAGEMENT
Pilots can use tilt management techniques to minimize ground clutter when viewing weather targets.
The crew must adjust the tilt when airborne so that the ground will not interfere with the weather
targets. If the ground target is displayed, the tilt angle has to be moved upward by 1° increments until
the ground target disappears.

Elevation in feet

Z
ZERO TILT
7,400 FT
29,000 FT
25,000 14,800 FT
CENTER OF RADAR BEAM
14,800 FT
15,000
5.6° 29,000 FT
10,000 7,400 FT
5,000
5 000
0
0 25 50 100
Range Nautical Miles

ZERO
ZERO TILT TILT – RADAR
– RADAR BeamBeam (18 –Radiator)
(18 – inch inch Radiator)
Honeywell
Honeywell manual
manual

ANTENNA ADJUSTED
Elevation in feet FOR 2.8° UPTILT
30,000

14,800 FT EAM
F RA DAR B
20,000 CEN TER O
3,000 FT 7,400 FT
5.6° 14,800 FT
10,000
7,400 FT
5,000
3,000 FT
0
0 10 20 30 40 50 60 70 80
Range Nautical Miles

2.8° UPTILT – Low altitude RADAR Beam (18 – inch Radiator)

2.8° UPTILT – Low altitude RADAR Beam (18 – inch Radiator)
Honeywell manual
Honeywell manual

16
 RANGE
SCALE LINE OF
(MILES) 5 10 25 50 100 200 SIGHT
ALTITUDE (MILES)
(FEET)
25,000 -7 -2 0 195

(TILT LIMITED
REGION)
20,000 -5 -1 0 174
15,000 -12 -3 -1 +1 151
10,000 -7 -1 0 +1 123
5,000 -7 -2 0 +1 87
4,000 -5 -1 +1 +2 78
LINE OF
3,000 -3 0 +1 +2 SIGHT 67
(MILES)
2,000 -1 +1 +2 +2 55
1,000 +1 +2 +2 39

Approximate Tilt setting for minima ground target display (18­— inch Radiator)
Honeywell manual

NOTE: Atmospheric conditions and terrain can offset the line of sight.

The main issue with weather radar use is that a 3D environment is displayed in a 2D view on the EFIS/
MFD. Because of this, the display may not represent cells at aircraft level. As a result, the antenna tilt
has to be adjusted during the flight to ensure optimum detection and visualization of weather.

If the tilt is not used properly, pilots could misinterpret the weather target displayed on the EFIS/MFD.
This is because reflectivity is less above freezing level and decreases gradually above freezing. If the
tilt management is not appropriate, pilots could inadvertently minimize convective thunderstorms.

17
 Moving toward the storm

EXAMPLE OF THE AIRCRAFT

FREEZING LEVEL AT CRUISING FLIGHT LEVEL

Moving toward the storm

Tilt below Freezing level – Good reflectivity

FREEZING LEVEL

CHANGE in TILT position

Tilt below Freezing level – Good reflectivityMoving toward the storm

FREEZING LEVEL
FREEZING LEVEL

Tilt below Freezing level – Good reflectivity

CHANGE in TILT position

NO CHANGE in TILT position CHANGE in TILT position

FREEZING LEVEL
FREEZING LEVEL FREEZING LEVEL

The Thunderstorm appears to weaken as the Proper tilt management demands that tilt bechanged
aircraft approaches it. continually when approaching hazardous
Above Freezing level – Bad reflectivity weather.

NO CHANGE in TILT position

The following rule of thumb for tilt management could be used:

1° decrement (down) provides 100 ft down per 10 NM

FREEZING LEVEL
18 NO CHANGE in TILT position
GLOSSARY
C P T Captain G M A P Ground Mapping
E F C P EFIS Control Panel M F D Multi Function Display
E F I S Electronic Flight Instrument N / A Not Applicable
System R C T Rain echo attenuation
F CO M Flight Crew Operating Manual Compensation Technique
FO First Officer RTA Receiver Transmitter Antenna
F P Flight Plan (selectable mode S E C T Sector
on controller panel except -600 STA B Stability (pitch and roll)
version) ST B Y Stand-by
F P L N Flight Plan (display when mode is TGT Target
selected except -600 version) VA R Gain Variation
F S B Y Forced Stand-by WX Weather detection mode

19
 ATR
1, allée Pierre Nadot

T: +33 (0)5 62 21 62 21
F: +33 (0)5 62 21 68 00
31712 Blagnac cedex - France
© ATR. 2017. All rights reserved. Proprietary document of ATR. This document shall not be reproduced or disclosed to a third party without the written consent of ATR.
This document and its content shall not be used for any purpose other than that for which it is supplied. ATR, its logo, the distinctive ATR aircraft profiles and patented
information relating to the ATR aircraft are the exclusive property of ATR and are subject to copyright. This document and all information contained herein are the sole
property of ATR. No intellectual property right is granted through, or induced by, the delivery of this document or the disclosure of its content. The statements made
herein do not constitute an offer or a representation. They are based on the mentioned assumptions and are expressed in good faith.