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FEATURE SPONSOR


WIND TURBINE CLUTTER


1 First, a ‘flash bulb’ type radar, one that transmits an omni-directional beam with multiple ‘listening’ or receive beams is designed to just look up from within a wind farm. You will see them locating one radar in each wind farm which generates a much higher cost, is handicapped by a severely limited range of only 5 nautical miles and is massively challenged by requiring the airport to accept multiple data feeds which is highly undesirable. Also it is one of the most easily jammed radars that exist because while it is always emitting a pulse, it is also always listening. And when you are always listening, you will be jammed.


2 Second, it operates at L-band which is very risky as all airports operate their ILS at L-band as well. When the ILS is impacted by a nearby L-band emitter, aircraft experience a very dangerous situation. For this reason, L-band radars are traditionally employed for long range, en-route radar systems and are located away from a terminal airport.


INDUSTRY STANDARD – S-BAND The company’s decision to design a traditional scanning radar that operates at S-band was driven by the fact that it continues to be acknowledged as today’s industry standard. It has been globally adopted for over sixty years by aviation customers around the world. Every terminal radar at a major airport in the world operates at S-band. They do not operate at X-band, L-band or C-band.


GETTING DOWN TO DETAIL There are scientific reasons for S-band being the standard. As well, it is the most cost-efficient and least susceptible to jamming than any other type of radar. And by operating at S-band, impacts from weather such as rain and snow are negated while X-band systems are significantly degraded.


Ask any air traffic controller what happens to their X-band surface movement radar when it rains. They will tell you they lose the ability to see vehicles moving on the aprons of the airport. Also X-band is not recommended for use at an airport location per the UK’s Civil Aviation Authority’s guidance on terminal surveillance primarily because the time you most need a radar is when you cannot use your own eyes. When there is heavy precipitation and when it is dark how can you operate an airport if you cannot see aircraft every time it rains?


ATTEMPTED ADAPTATIONS While some other radar providers in the market have attempted to adapt other radar technologies to the wind turbine clutter mitigation market, they have still not seen success for several reasons.


3 Another X-band provider has resorted to ‘blanking’ techniques to remove clutter where turbines are present, however this creates holes in the coverage volume. And, they readily acknowledge on their own website that because they have to resort to ‘blanking’ to remove the turbine clutter, their probability of detection (the standard measure of a radar’s ability to ‘see’ a target) drops all the way down to 58%. As such, seems unlikely to be accepted by the regulators as you must demonstrate predictable performance with a probability of detection of at least 80% and often 90%.


TODAY AND THE FUTURE Today, with multiple installations in the United Kingdom and the United States, LightWave Radar is now allowing airports and wind developments to co-exist as was planned five years ago. With LightWave Radar the issue of wind turbine clutter is now officially over.


David L. Colangelo C Speed LLC


Click to view more info = Click to view video


www.windenergynetwork.co.uk


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