Avionics News October 57-10 - 23

cockpit world. No glancing down at a panel-mounted
display, a particularly helpful feature when navigating
an instrument approach. And as visibility conditions
deteriorate toward IFR minimums, the handier that
feature.

Stormscope, the smarter move means giving convective
weather a very wide berth - the FAA recommends
20 miles - since the weather image portrayed on the
SVS and EVS screens comes from outside sources
that had to process input from multiple sources
before broadcasting the weather graphics for cockpit
consumption.
In brief, the information provided for the pilot spent
precious minutes being processed before observable on
the SVS, EVS or CVS display.

Remember:
What you can't see can hurt you
All of these aids for restricted-vision conditions
offer pilots a significant edge over the unaided Mark
II eyeball - but only if used and used properly,
The upside
within the limits of their respective technologies. For
EVS is great for making tactical routing decisions
example, limits on an enhanced vision system stem
when faced with inclement weather. The images the
from the light-sensitivity limits within which the sensor
pilot sees come real time from data sensors on the
functions.
Let's review: EVS uses one or more
sensors to provide a better view of the
outside world. As aircraft-based sensors,
Collins Aerospace's
head-up display
what you can see is what you get - a
with combined
cockpit-perspective view outside.
vision
Enhanced vision systems employ nearinfrared cameras or millimeter wave radar
to provide vision in limited visibility
environments. EVS can identify terrain
in weather and detect wildlife or other
obstructions on the runway. Here, however,
are words of caution. EVS requires pilots
to get used to the imagery provided. That
familiarity requires training and practice
making the transition to visual reference at
some point.
That's where the challenge arises,
aircraft. The pilot gets to see what's ahead in front of
particularly when viewing the sensor image head down,
the aircraft.
using a panel-mounted display whether EVS or CVS on
The pilot also knows those images are the latest,
a HUD.
real-time conditions and should, once trained on EVS
When depicting weather events, the weather graphics
use and experienced in using the images, enjoy the
are generated from data that is at best five minutes
confidence that comes from using the latest real-time
old and possibly much older - as much as 20 minutes
information on which to act.
old, an eternity at even a mere 100 knots, although the
All because sensors on the host aircraft generated the
terrain and obstacle depictions should still be virtually
data from which the computer generated the graphics
real time.
shown.
That's usually good enough to get the big picture
but inadequate if you want to pick your way between
thunderstorms.
For aircraft lacking airborne weather radar or a
Continued on following page
lightning-detecting spherics device such as an L3
AVIONICS NEWS

*

OCTOBER

2020

23



Avionics News October 57-10

Table of Contents for the Digital Edition of Avionics News October 57-10

No label
Avionics News October 57-10 - Intro
Avionics News October 57-10 - No label
Avionics News October 57-10 - Cover2
Avionics News October 57-10 - 1
Avionics News October 57-10 - 2
Avionics News October 57-10 - 3
Avionics News October 57-10 - 4
Avionics News October 57-10 - 5
Avionics News October 57-10 - 6
Avionics News October 57-10 - 7
Avionics News October 57-10 - 8
Avionics News October 57-10 - 9
Avionics News October 57-10 - 10
Avionics News October 57-10 - 11
Avionics News October 57-10 - 12
Avionics News October 57-10 - 13
Avionics News October 57-10 - 14
Avionics News October 57-10 - 15
Avionics News October 57-10 - 16
Avionics News October 57-10 - 17
Avionics News October 57-10 - 18
Avionics News October 57-10 - 19
Avionics News October 57-10 - 20
Avionics News October 57-10 - 21
Avionics News October 57-10 - 22
Avionics News October 57-10 - 23
Avionics News October 57-10 - 24
Avionics News October 57-10 - 25
Avionics News October 57-10 - 26
Avionics News October 57-10 - 27
Avionics News October 57-10 - 28
Avionics News October 57-10 - 29
Avionics News October 57-10 - 30
Avionics News October 57-10 - 31
Avionics News October 57-10 - 32
Avionics News October 57-10 - 33
Avionics News October 57-10 - 34
Avionics News October 57-10 - 35
Avionics News October 57-10 - 36
Avionics News October 57-10 - 37
Avionics News October 57-10 - 38
Avionics News October 57-10 - 39
Avionics News October 57-10 - 40
Avionics News October 57-10 - 41
Avionics News October 57-10 - 42
Avionics News October 57-10 - 43
Avionics News October 57-10 - 44
Avionics News October 57-10 - 45
Avionics News October 57-10 - 46
Avionics News October 57-10 - 47
Avionics News October 57-10 - 48
Avionics News October 57-10 - 49
Avionics News October 57-10 - 50
Avionics News October 57-10 - 51
Avionics News October 57-10 - 52
Avionics News October 57-10 - 53
Avionics News October 57-10 - 54
Avionics News October 57-10 - 55
Avionics News October 57-10 - 56
Avionics News October 57-10 - 57
Avionics News October 57-10 - 58
Avionics News October 57-10 - 59
Avionics News October 57-10 - 60
Avionics News October 57-10 - 61
Avionics News October 57-10 - 62
Avionics News October 57-10 - 63
Avionics News October 57-10 - 64
Avionics News October 57-10 - Cover3
Avionics News October 57-10 - Cover4
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