RDR 2000 Pilot’s Guide Digital Weather Radar System B 006-08755-0001 Revision 3 S a
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Table of Contents RDR 2000 OPERATIONAL CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 TEST PATTERN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 FAULT ANNUNCIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 PREFLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 PREFLIGHT WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table of Contents TARGET RESOLUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 RANGE RESOLUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 AZIMUTH RESOLUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 PATH PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 PATH PLANNING CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . .34 ANTENNA STABILIZATION . . . . . . . . . . . . . . . . . . . .
Operational Controls RDR 2000 OPERATIONAL CONTROLS BRT - Controls brightness of the indicator display (CW rotation for max brightness). Wx/WxA - Alternately selects between the Wx (weather) and WxA (weather-alert) modes of operation. “Wx” or “WxA” will appear in the lower left of the display. Wx or WxA colors are: Black for no returns, Green for weak returns, Yellow for moderate returns, Red for heavy returns and Magenta for intense returns.
Operational Controls GAIN - The gain knob adjusts the radar gain from 0 to -20 dB (CCW rotation reduces gain). The gain knob will only function when in the MAP mode. LOG - Used when Bendix/King radar graphics units are installed. A listing of the latitudes and longitudes of selected waypoints are displayed. When a compatible navigation source is installed, the selected VOR frequencies along with bearings and distances are also displayed.
Operational Controls OFF - Removes primary power from the radar indicator, but the radar still has power applied. The radar will remain active with no radar transmissions occurring, for up to a maximum time of 30 seconds. This time delay allows time to park the antenna at 0 degrees azimuth and 30 degrees tilt down. Note: The only way to remove primary power from the radar is to pull the radar circuit breaker. RNG - Clears the display and advances the indicator to the next range.
Operational Controls TEST PATTERN FAULT ANNUNCIATIONS Fault annunciations are a method of alerting the pilot that the radar system is not performing to established standards. Built-in test equipment (BITE) automatically and constantly tests the radar system. If a fault occurs, the fault annunciation will be presented on the Display unit. There are two general categories of faults: hard failures and soft failure/annunciations.
Preflight Note: A TX FLT is indicated if the Strut switch is configured to be active and the aircraft is on the ground. Soft failures are those which can cause limited system operation, Radar data will still be displayed but the flight crew should be aware that the display does not necessarily represent the true weather. Soft failures are typically configuration problem, stabilization problems, or some similar problem.
Preflight 2) With the function switch in TST or SBY, taxi to a clear area where there are no people, aircraft, vehicles, or metallic buildings within approximately 100 yards. 3) Rotate the function switch to ON. The indicator will automatically display in the Wx mode and 80 nm range. Any targets (weather or ground) will be displayed in green, yellow, red, or magenta. (Note: A 60 second warm up time period is required before the system will transmit).
Theory of Operation THEORY OF OPERATION GENERAL The primary use of this radar is to aid the pilot in avoiding thunderstorms and associated turbulence. Since each operator normally develops specific operational procedures for use of weather avoidance radar, the following information is presented for use at the operator’s discretion. Operational techniques for the RDR 2000 are similar to earlier generation weather avoidance radars.
Theory of Operation WEATHER RADAR PRINCIPLES Airborne weather avoidance radar, as its name implies, is for avoiding severe weather, not for penetrating it. Whether to fly into an area of radar echoes depends on echo-intensity, spacing between the echoes, aircraft capabilities and pilot experience. Remember that weather radar detects only precipitation drops; it does not detect minute cloud droplets, nor does it detect turbulence.
Theory of Operation Note that the antenna gain versus angle characteristic is a continuous function at all angles. This means that there is a gain value associated with all forward angles relative to the selected tilt angle. In this figure the tilt angle is shown as zero degrees. This means the beam center is along the same angle as the aircraft flight angle. Next, the points on either side of the beam where the antenna gain is down 3 dB relative to the maximum gain defines the 3 dB beamwidth.
Theory of Operation RADAR TILT ANGLE CALCULATOR USER INSTRUCTIONS This instructional tool includes overlays for 10”, 12” and 18” antennas. Use the overlay for the antenna size installed in the aircraft. If desired, the unwanted overlays may be detached by cutting the plastic of the unwanted overlay from the bottom edge to the fastener. Then, pull the plastic apart until it releases from the fastener.
2 4 3 1 Theory of Operation Effective Date: 5/98 11 RDR 2000 Pilot's Guide: Rev 3
Theory of Operation This tool should be understood and kept handy when trying to interpret the weather display.This tool illustrates that at greater distances, the weather cell doesn’t fill the cone shaped beam. Under these conditions the distinction of the weather cell from the ground clutter is most difficult. The following figure illustrates this condition. In this scenario the weather cell might be at 100 nm, the altitude might be 40,000 feet, and the appropriate tilt angle is approximately -3 degrees.
Theory of Operation RADAR REFLECTIVITY What target will reflect the radar’s pulses and thus be displayed on the indicator? Only precipitation (or objects more dense than water such as earth or solid structures) will be detected by an X-band weather radar. Therefore weather radar does not detect clouds, thunderstorms or turbulence directly. Instead, it detects precipitation which may be associated with dangerous thunderstorms and turbulence. The best radar reflectors are raindrops and wet snow or hail.
Theory of Operation WEATHER DISPLAY CALIBRATION The radar display has been calibrated to show five levels of target intensity: Black (level 0), Green (level 1), Yellow (level 2), Red (level 3), and Magenta (level 4). The meaning of these levels is shown in the following chart as to their approximate relationship to the Video Integration Processor (VIP) intensity levels used by the National Weather Service.
Theory of Operation WEATHER ATTENUATION COMPENSATION An extremely important phenomena for the weather avoidance radar operator to understand is that of attenuation. When a radar pulse is transmitted into the atmosphere, it is progressively absorbed and scattered so that it loses its ability to return to the antenna. This attenuation or weakening of the radar pulse is caused by two primary sources, distance and precipitation.
Theory of Operation Attenuation can also be a problem when flying in a large area of general rain. If the rain is moderate, the radar beam may only reach 20 or 30 miles before it is fully attenuated. The pilot may fly along for many miles seeing the same 20-30 nautical miles of precipitation ahead on the radar when, actually, the rain may extend a great distance.
Theory of Operation TARGET ALERT The RDR 2000 system can be configured at installation to include the Target Alert feature. The purpose of the feature is to alert the pilot to the presence of a significant weather cell that exists beyond the currently selected range. For this mode to be active, Wx or WxA mode must be selected and Vertical Profile must not be selected.
Theory of Operation ALTITUDE RING (RANGE RING) Not all radar transmitted energy is contained in the main beam radiation pattern. Some of the energy is radiated in the side lobe pattern. The characteristics of some radomes and/or nose caps can cause detrimental side lobe radiation. Should this occur, the side lobe can be radiated down toward the earth and the reflected energy received by the radar may be displayed on the indicator as a narrow ring of video.
Theory of Operation play. It is called an altitude ring because it moves in and out as the aircraft changes altitude. Items 1, 2, 3, and 4 can result in radar performance problems while checking out as “no trouble found” at the repair center. The radome is blocking too much energy. Care must be exercised to be sure that only qualified personnel perform repairs on the radome. Also, it is time well spent during preflight to include checking the radome to be sure it remains in good repair.
Weather Mapping and Interpretation WEATHER MAPPING AND INTERPRETATION This section contains general information on use of radar for weather interpretation. Review of this information will assist the operator in using radar. Note: The ability of a weather radar system to display weather returns is dependent upon the radome Transmission Efficiency. Bendix/King recommends a 90% average/85% minimum transmission efficiency.
Weather Mapping and Interpretation THUNDERSTORMS & TURBULENCE The RDR 2000 can give you a clue to the presence of turbulence. Areas of the display where the colors change rapidly over a short distance represent steep rainfall gradients, which are usually associated with severe turbulence. Turbulence may be divided into two basic types: (1) clear-air turbulence; and (2) turbulence associated with thunderstorms and precipitation. The latter is most common.
Weather Mapping and Interpretation not be much more than a blunt projection or a scalloped edge of the parent thunderstorm echo. A crescent-shaped indentation on the side of a major thunderstorm echo 3 to 7 miles long is another possible identifier of an active or potential tornado in the vicinity. The best procedure is to make wider than usual detours around sharpedged thunderstorms and especially those which show projections or crescent-shaped indentations.
Weather Mapping and Interpretation These echoes appear quite suddenly and along any edge of the storm outline. They also change in intensity and shape in a matter of seconds, and for this reason careful monitoring of the display is essential. It must be noted that weak or fuzzy projections are not normally associated with hail; however, such echoes should be watched closely for signs of rapid intensification.
Weather Mapping and Interpretation LIGHTNING AND STATIC DISCHARGES Lightning and static discharges could scatter the display momentarily. However, the general presentation is unaffected and should return to normal within 1 scan. Above all, remember: Never regard any thunderstorm as LIGHT, even when radar observers report the echoes are of light intensity. Avoiding thunderstorms is the best policy. • DON’T attempt to preflight plan a course between closely spaced echoes.
Ground Mapping and Interpretation GROUND MAPPING AND INTERPRETATION A secondary objective of the radar system is gathering and presentation of terrain data. This data is represented in the form of a topographical map that can be employed as a supplement to standard navigation procedures. Target quality affects the indicator display in various situations. Use of the GAIN and TILT controls will often improve picture contrast so specific ground targets are more readily recognizable.
Ground Mapping and Interpretation LOOKING ANGLE The incident angle at which the terrain is illuminated has a direct bearing on the detectable range and the area of illumination. A large incident angle gives the radar system a smaller detectable range of operation (due to a minimized reflection of direct radar energy). However, the illuminated area “A” is larger.
Operation In-Flight OPERATION IN-FLIGHT GENERAL The RDR 2000 will provide you with target information to a greater degree of clarity than has ever been possible with previous generation weather avoidance radars. It is the purpose of this section to help you become a proficient radar operator as soon as possible. However, it is realized that proficiency can only improve with usage.
Operation In-Flight In practice, when flying over fairly even terrain, ground returns are difficult to paint when the angle of incidence of the radiated beam becomes large (see Looking Angle pg. 22) and, therefore, causes the beam to travel almost parallel to the ground (see figure below.) However, objects such as large buildings in cities, steep hills, mountains or storms will reflect the signal and can show strong returns at distances greater than those shown below.
Operation In-Flight EARLY DETECTION OF ENROUTE WEATHER To set the antenna tilt to optimize the radar’s ability to quickly identify significant weather, follow these steps: 1) Select the Wx (weather) mode of operation. Adjust Brightness control as desired. 2) Select the 40 or 80 nm range. 3) Adjust the antenna tilt control down until the entire display is filled with ground returns. 4) Slowly work the antenna tilt up so that ground returns are painted on or about the outer one third of the indicator area.
Operation In-Flight Significant weather will show a stronger return than ground return at shallow angles. A weather target will show as a solid mass while mountains will show a gap behind the peaks. Raise tilt until a weather target emerges from the ground returns.
Operation In-Flight Raise tilt angle until weather is separated from the ground. Note that displayed range of the ground target will increase as tilt angle is increased.
Operation In-Flight SHADOWED AREAS Extremely heavy rainfall can reduce the ability of the radar energy to penetrate a weather cell and present a complete picture of the weather area. This condition is referred to as “radar attenuation”. Under these conditions ground returns can be helpful in analyzing the weather situation. Tilt the antenna down and observe the ground returns around the displayed cell.
Operation In-Flight AZIMUTH RESOLUTION The ability of the radar to resolve adjacent targets in azimuth is a function of the beam width of the antenna and the range to the target. As can be seen in the adjacent table, the diameter of this radiated beam increases as it gets further away from the aircraft. 40 NM Antenna Beam 25 50 100 200 Size Width NM NM NM NM Beam Diameter (NM) 10.0° 8.
Operation In-Flight PATH PLANNING CONSIDERATIONS • Avoid cells containing magenta and red areas by at least 20 nautical miles. • Do not deviate downwind unless absolute necessary. Your chances of encountering severe turbulence and damaging hail are greatly reduced by selecting the upwind side of the storm. • If looking for a corridor, remember corridors between two cells containing magenta and/or red areas should be at least 40 nautical miles wide from the outer fringes of the radar echo.
Operation In-Flight A “Blind Alley” or “Box Canyon” situation can be very dangerous when viewing the short ranges. Periodically switch to longer-range displays to observe distant conditions. As shown below, the short-range returns show an obvious corridor between two areas of heavy rainfall but the long-range setting shows a larger area of heavy rainfall.
Antenna Stabilization ANTENNA STABILIZATION CRITERIA Automatic antenna stabilization, as employed in today’s weather avoidance radar, consists of an electro-mechanical means of maintaining a selected beam scan relative to the earth’s horizon during moderate aircraft maneuvers. To accomplish this, a reference is established by the aircraft’s vertical gyro, usually a component of the auto pilot or integrated flight control system.
Antenna Stabilization EFFECT ON RADAR STABILIZATION Previously discussed gyro precession errors will directly affect radar stabilization, and therefore the quality of return seen on the indicator. Radar on aircraft flying at high altitude is normally operated on the 80 to 240 nm range with the antenna tilted down slightly so the radar beam is just above the point of painting ground returns.
Antenna Stabilization DURING TAKEOFF Since there is no advantage in having the antenna tilt level while at low altitudes, raising the antenna tilt to clear ground returns caused by gyro acceleration error will result in satisfactory radar operation. Tilt can then be readjusted as the vertical gyro stabilizes. Turns during climb-out, while pitch acceleration error exists, will also cause a stabilization error in the roll axis.
Antenna Stabilization introduce a three to five degree antenna stabilization error which may persist as long as 5 minutes after the maneuver. Precession error results in a “lopsided” antenna scan; low on one side, high on the other. If the picture is extremely “dirty” in the forward area-antenna looking at terrain rather than precipitation-use a slight degree of up tilt. In the azimuth scan area near 45° left or right, the beam tilt is close to that indicated.
Antenna Stabilization Stabilization of the radar beam compensates for moderate aircraft maneuvers. The Line-of-Sight system used is not absolute, but has limitations. Recognize limitation errors. Errors in the order of one-half degree or less can produce this effect. With the beam just contacting the horizon at 180 nautical miles, a 1/2 degree of further down tilt moves this contact point in to 130 nautical miles. Isolated terrain targets would now appear.
Antenna Stabilization 6. Turn the STAB on. If the pattern appears as Figure 2 or 3, the RDR 2000 can compensate for this using ROLL TRIM. Adjust the ROLL TRIM with a small screwdriver through access on radar indicator controller until figure 1 is achieved. 7. Roll the aircraft gently to the right auto pilot bank angle. 8. For perfect stabilization, the pattern shown in Figure 1 should not shift.
VP Operation In-Flight VERTICAL PROFILE (VP) THEORY OF OPERATION Note: A VP compatible indicator is required to display in VP mode. The primary use of the RDR 2000 is to aid the pilot in avoiding thunderstorms and associated turbulence. All normal weather radar principals apply to the Vertical Profile feature incorporated in the RDR 2000 radar.
VP Operation In-Flight OPERATION Whether you are a highly experienced weather avoidance radar operator or are using radar for the first time, you will find operating the Vertical Profile feature easy. In fact, most will find that Vertical Profile simplifies normal operation. The best time to begin using Vertical Profile is on a nice sunny day when the pilot work load will allow time to experiment with the new feature. Start out by adjusting the tilt angle to a normal setting.
VP Operation In-Flight Lateral clearance of at least 20 nautical miles is recommended for all storm cells providing red or magenta level returns. Note: The NAV MAP mode is disabled during Vertical Profile operation. A few seconds will normally elapse before the display will paint the Vertical Profile radar returns. This delay is due to the time it takes the antenna to move to the selected azimuth position to begin the vertical scan pattern.
VP Operation In-Flight Center of Ground Return Figure 5: Vertical Profile View Ground Returns Aircraft at 20,000 feet MSL Figure 5A: Standard Azimuth View Aircraft at 20,000 feet MSL Figure 5: 40 nm range selected showing normal ground returns over that terrain. The aircraft is at 20,000 feet MSL. The flashlight like beam image provides a good representation of the radar beam characteristics. The center line of this image is the ground.
VP Operation In-Flight Center of Ground Return “Symmetrical” Image on Both Sides of Beam - see note below Figure 6: Vertical Profile View Ground Mapping Denver & Mountains Aircraft at 20,000 feet MSL U 23 2.
VP Operation In-Flight NonSymmetrical Return Indicates Weather Center of Ground Return Figure 7: Vertical Profile View Isolated Low Level Weather Aircraft at 20,000 feet MSL U 2.2 45 80 60 40 WX 20 Figure 7A Standard Azimuth View Isolated Low Level Weather Aircraft at 20,000 feet MSL Figure 7: 80 nm range selected showing normal ground returns over flat terrain. An isolated low level storm at 50 nautical miles is depicted by the non-symmetrical return. The aircraft is at 20,000 feet MSL.
VP Operation In-Flight NonSymmetrical Return Indicates Weather Center of Ground Return Figure 8 Vertical Profile View Strong Weather Line Aircraft at 20,000 feet MSL U 2.2 20 80 60 40 WX 20 Figure 8A Standard Azimuth View Strong Weather Line Aircraft at 20,000 feet MSL Figure 8: 80 nm range selected showing normal ground returns out to 60 nautical miles. An intense high-level storm is depicted by the non-symmetrical returns. The aircraft is at 20,000 feet MSL.
VP Operation In-Flight NonSymmetrical Return Indicates Weather Center of Ground Return Figure 9: Vertical Profile View Strong Weather Returns Aircraft at 20,000 feet MSL U 1.0 40 40 30 20 WX 10 Figure 9A: Standard Azimuth View Strong Weather Returns Aircraft at 20,000 feet MSL Figure 9: 40 nm range selected showing normal ground returns out to 25 nautical miles.
VP Operation In-Flight NonSymmetrical Return Indicates Weather +30° Scan Up Limit Storm Extends Past the Point Center of Ground Return “Symmetrical” Ground Returns - see note below Possible Weather Returns Figure 10: Vertical Profile View Low Level Weather & Ground Returns Aircraft on Ground at Fort Collins Loveland, Colorado U 6 2.
VP Operation In-Flight storm depth painted. The Vertical Profile presentation depicts the storm tops to be 7 nautical miles deep while the azimuth view depicts a storm depth of 2 nautical miles. The selected tilt angle would account for this discrepancy. The vertical scan in the Vertical Profile mode of operation is up and down 30 degrees.
Weather Radar Interference WEATHER RADAR INTERFERENCE There are at least four common types of external interference that may cause spokes to appear on the radar display. The first type of interference is referred to as CW (Continuous Wave). Figures 11 through 14 show variations of this type of interference. One possible source is ground based microwave data links. Another source is various kinds of military equipment.
Weather Radar Interference (see Figures 13 and 14). This phenomenon results from the side-beam characteristics of the antenna. If the source of interference is an airborne jammer, multiple spokes may be displayed as in Figures 11 and 13. Normally, adjusting the antenna tilt angle to extreme up or down angles will reduce, or even eliminate, this type of interference.
Weather Radar Interference The third common source of interference occurs when another weather radar system with similar characteristics is transmitting in the area. Figure 16 shows what is displayed in this situation. These are commonly referred to as “rabbit tracks”. Again, while the aircraft is on the ground antenna tilt angle adjustment will have little effect, but once airborne extreme tilt angle positions will be more effective toward removing this interference from the display.
Options OPTIONS CHECKLIST With an optional checklist unit installed, the pilot is provided with up to 935 lines of programmable information. These pages may be custom programmed by the pilot for the specific aircraft’s performance specifications. When the checklist is switched ON, the radar screen will display checklists. Note that the radar does not transmit when the checklist is displayed. Selecting the checklist overrides all other indicator displays.
Options MOVING-MAP NAVIGATION When your radar is equipped with the proper Bendix/King radar graphics unit (IU-2023B, GC-360A, GC-381A) with a Bendix/King Flight Management System (KNS-660, KNS-81, KLN-88, KLN-90/B, KLN 900, GNS-XLS) or NAV System (KNR 634A, KDM 706A or DM 441B), it is possible to display one or more way points as well as the flight path to the way points. Refer to the pilot’s manuals on these units for details of their operation.
Specifications SPECIFICATIONS RDR 2000 SENSOR (ANTENNA, RECEIVER, TRANSMITTER) Performance Index - 10 inch - 12 inch 209.9 ±2.5 dB 212.7 ±2.5 dB Displayed Weather Ranges 10,20,40,80,160, 240 nm Weather Colors 5 Including Black Vertical Profile ± 30° Ground Map Variable Gain 0 to -20 dB (configurable at installation) Attenuation Compensation 3 to 240 nm Peak Output 3.5 kW, nominal Pulse width 4 micro-seconds PRF 106.5 ± 5 Hz Antenna Size 10-in, or 12-in.
Specifications INDICATOR IN-182A Display Ranges 10, 20, 40, 80, 160, 240 nm (weather) (up to 1000 nm for navigation only) Power Requirements 28 VDC, 2.0A Continuous Weight 8.9 lbs (4.0 kg) Altitude 25,000 ft. unpressurized Temperature Range -20 to +55°C Size 4.11 in (10.44 cm) H x 6.4 in (16.28 cm) W x 12.57 in (32.
Appendix APPENDIX: LICENSE REQUIREMENTS An aircraft radio station license is required to operate this system when installed in an aircraft. The Federal Communication Commission (FCC) has type-accepted and entered this equipment as “King Radio Corporation” FCC ID# ASYART2000. When completing form 404, Station License Application, use the exact description.
Appendix ADVISORY CIRCULAR DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Washington, D.C. SUBJECT: Recommended radiation safety precautions for ground operation of air borne weather radar Initiated by: AFO-512 PURPOSE. This circular sets forth recommended radiation safety precautions to be taken by personnel when operating airborne weather radar on the ground. CANCELLATION. AC 20-68A, dated April 11, 1975, is canceled. RELATED READING MATERIAL. a.
Appendix Combustible Materials. To prevent possible fuel ignition, an installed airborne weather radar should not be operated while an aircraft is being refueled or defueled. M.C. Beard Director of Airworthiness AC 20-68B 8/8/80 8/8/80 AC-2068B Appendix 1 APPENDIX 1. SAFE DISTANCE DETERMINATION The following information can be used in establishing a minimum safe distance from the antenna for personnel near an operating airborne weather radar. NEAR FIELD/FAR FIELD INTERSECTION.
Appendix Radiation Warning This instrument generates microwave radiation. DO NOT OPERATE UNTIL YOU HAVE READ AND CAREFULLY FOLLOWED ALL SAFETY PRECAUTIONS AND INSTRUCTIONS IN THE OPERATING AND SERVICE MANUALS. IMPROPER USE OR EXPOSURE MAY CAUSE SERIOUS BODILY INJURY CAUTION: a. MAINTAIN PRESCRIBED SAFE DISTANCE WHEN STANDING IN FRONT OF RADIATING ANTENNA.* b. NEVER EXPOSE EYES OR ANY PART OF THE BODY TO AN UNTERMINATED WAVE GUIDE.
Appendix Maximum Permissible Exposure Levels (MPEL) In order to avoid the envelope in which the radiation level exceeds the U.S. Government standard of 10 mW per square centimeter, all personnel should remain beyond the distance indicated in the illustration below. The distance to the MPEL boundary is calculated upon the basis of the largest antenna available with the RDR 2000, rated output power of the transmitter and in the non-rotating or boresight position of the antenna.
Record of Revisions REV. NO. REVISION DATE DATE INSERTED BY Complete Through Rev No. 0 1 10/94 Complete Through Rev No. 1 2 3/96 Complete Through Rev No. 2 3 5/98 Complete Through Rev No.
List of Effective Pages Page Rev i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 ii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 5 . . . . . . .
List of Effective Pages Page Rev 39 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 42 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 43 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 44 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rev 3 45 . . . .
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