FAA Cape Wind 13Feb2010 FMH Engineering Study Corr

8/9/2019 FAA Cape Wind 13Feb2010 FMH Engineering Study Corr

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FALMOUTH (FMH) ASR-8 CAPE WIND PROJECT RADARBASELINE REPORT

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Surveillance Engineering Study: Testing the FMH ASR-8 to Predict theEffects of the Cape Wind Wind Turbine Project

Prepared by the Federal Aviation Administration

23 February 2010


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1. Executive Summary

FAA search radar service currently provided for an area located in Nantucket Sound from the

Falmouth and Nantucket systems will be adversely affected by the construction of a windfarm project that consists of 130 wind turbines. Each wind turbine will be at an elevationabove ground level that is within radar line-of-sight for FAA radar systems in the vicinity. Thewind turbines will cause unwanted search radar targets to be displayed on air trafficcontroller displays at the Cape TRACON and the intensity of the unwanted targets may inhibitsearch radar detection of real aircraft flying in the airspace above the wind turbines. Notethat the wind turbines will only affect the search radar service. There will be no noticeableeffect on beacon radar service.

As a result, action will be necessary by the FAA to re-optimize one or more search radarsystems in an effort to reduce the effects of unwanted targets caused by the wind turbines.

Re-optimization to reduce the unwanted targets may result in radar service performancelosses in the subject area, such that, the probability of search detection of real targets may bediminished.

Additionally, in the case of the older search radar located at Falmouth, it will be necessary toadd additional equipment to reduce the unwanted effects if re-optimization does not mitigatethe effects of the turbine or replace the existing radar system with a newer system.

Without action by the FAA to modify or enhance all of the radar systems adversely affectedby the wind turbines, a hazard that affects search radar target detection will exist in theairspace above the wind turbine area.

2. Introduction

2.1 In 2004, Cape Wind Associates proposed an energy project that would erect 130 windturbines (WTs) in Nantucket Sound, south of the Cape Cod peninsula in Massachusetts.This wind farm project would include an area of approximately 35 square miles in theNantucket Sound. Pursuant to this proposal and in accordance with FAA regulations relatedto any structure greater than two hundred feet above ground, Cape Wind Associatessubmitted an FAA form 7460, Notice of Proposed Construction. Figure 1 illustrates theproposed wind farm location on a sectional aeronautical chart. Figure 2 shows the distancesof the wind farm relative to four airfields; Hyannis (HYA), Nantucket (ACK), Marthas Vineyard

(MVY), and the Otis Air Force Base (FMH).

2.2 It has been documented that wind turbines can impact radar detection of aircraft whenthe aircraft are within the coverage volume of radars. This is especially the case withsearch radar. Search radar is designed to detect objects, such as, aircraft above theground that move. Wind turbine blades can have tip speeds in excess of 150 knots. Often, aradar processor cannot discriminate between an aircraft and a WT blade. As a result, WTblades can be displayed as unwanted targets on air traffic control displays. When multipleunwanted targets are displayed, they create a clutter-like condition on the air traffic displays


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that can mask true aircraft targets that fly over them and, otherwise, distract air traffic controlspecialists using the display.

2.3 The FAAs Western Service Area, Technical Operations, Surveillance EngineeringBranch, was asked to conduct a study of the Cape Wind proposal. An initial desktop study

was accomplished using software modeling tools and empirical evidence. The basicconclusion of the initial study found that high levels of unwanted search radar targets createdby detection of the Cape Wind project WTs would adversely impact the radar serviceprovided by the Falmouth (FMH) Airport Surveillance Radar, Type-8 (ASR-8) and theNantucket (ACK) ASR-9. These unwanted WT detections would be seen on ATC displays assearch radar targets throughout the wind farm area. The ambiguous display of theseunwanted targets can obscure detection of a real aircraft within the area of concern and/orrequire air traffic controllers to call traffic on the unwanted targets as they are displayed.

2.4 It must be understood that the ASR-8 series of search radar is older, analog technology,designed to detect moving targets with a high probability of detection, yet limit the effects of

various ground clutter. Although, WTs may be construed as ground clutter (they are notairborne), the surface area and velocity of the moving blades mimic that of an aircraft andexceed the ASR-8 design limits for clutter thresholding and elimination. A more sophisticatedmethod to define WTs as non-aircraft that can be ignored for air traffic control targetdetection purposes is needed in this case.

2.5 To mitigate the unwanted target detections by the ASR-8 caused by the wind farmproject, a target data extractor (TDX-2000) must be used to digitize the ASR-8 video outputand provide post processing capabilities. Digitizing enables sophisticated processing of radardetections in an effort to reduce the unwanted wind turbine targets to an acceptable level.

2.6 To further investigate the feasibility of using the TDX-2000 with the ASR-8 and todetermine the baseline performance of the FMH ASR-8, a test of the system was conductedthe week of 16 November 2009. This report provides results of that test. The test included:

a. Check of the current ASR-8 search radar systems state.b. Conduct a special flight inspection of the ASR-8 radar system to document the existing

probability of search detection within the area of the proposed wind farm project.c. Injection of simulated signals into the ASR-8 receive path to simulate wind turbines.d. Temporary connection of a Target Data Extractor, TDX-2000, to the output of the

ASR-8.

2.7 Furthermore, this report is intended to provide recommendations on whether it is thoughta TDX-2000 would be an effective tool to mitigate the wind farm effects and provide aproposal for the final FAA determination on the Cape Wind project.


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Figure 1. Sectional Aeronautical Chart Showing Location of Cape Wind Farm


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Figure2.MapShowingDistancesFromAirports


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3. Test Methodology.

3.1 The methodology used for this test is as follows:

a. Determine the current state of the FMH ASR-8.

b. Conduct a special flight inspection of the FMH ASR-8 within the airspace above theproposed location of the wind turbines.

c. Inject simulated wind turbine target returns into the FMH ASR-8 receive path.

d. Connect a target data extractor/digitizer (TDX-2000), to the output of the FMHASR-8.

e. Play back the digitized data to FMH Air Traffic Controller personnel for theircomments.

4. Test Activities

4.1 Current System State

4.1.1 The Falmouth ASR-8 was certified and operational in the diplex mode during thespecial flight inspection. There was no corrective maintenance action pending and Air Traffichad no operational concerns with the search radar. Although, the performance of the ASR-8provided very good search detection of the flight inspection aircraft and day-to-daysurveillance requirements, Technical Operations personnel from the Eastern Service Area

indicate that there are alignments within both ASR-8 channels that could be performed thatmay further enhance performance. It should be noted that the alignments in question are notpart of any periodic testing schedule and might only be performed by first level technicalsupport radar specialists during troubleshooting or following a component/assemblyreplacement. Second level technical support and engineering personnel would visit and peakalignments in all areas of the ASR-8 during a re-optimization of the radar to achieve exactlevels and peak performance.

4.1.2 With respect to the proposed Cape Wind project that are position fixed, moving targetswithin the coverage area, the ASR-8 ability to reject unwanted moving targets is limited toreducing receiver sensitivity within a defined range and azimuth extent/area. This is most

commonly accomplished in the ASR-8 by antenna beam switching (use the high beampattern versus the low beam pattern) or the use of sensitivity time control (STC) to increaseattenuation of received target returns. Raising the search antenna mechanical tilt will elevatethe vertical beam pattern throughout the 360 degree antenna rotation to reduce the effectiveantenna gain realized on the radar horizon. These options will compromise the probability ofdetection for real aircraft at low altitudes.

4.1.3 System Settings. Below is the list of ASR-8 settings & certain key performanceparameters during the flight inspection:


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ASR-8 Key Performance Parameters

Mechanical Antenna Tilt (ASR) = Zero Deg

A-Channel TX Power = 772 WattsA-Channel TX VSWR = 1.17A-Channel TX Pulse Width = 0.65 usecA-Channel RX MDS (MTI) = 109 dbmA-Channel RX MDS (Normal) = 108 dbm

B-Channel TX Power = 816 WattsB-Channel TX VSWR = 1.39B-Channel TX Pulse Width = 0.54 usecB-Channel RX MDS (MTI) = 109 dbmB-Channel RX MDS (Normal) = 108 dbm

TRACON CONTROL SETTINGS

Diplex Mode with B-Channel MasterLinear PolarizationReceiver Sense at MaximumSTC-2 SelectedMTI & Normal Video Enhancers OFFLog Videos OFFNormal & Weather Video OFF

RADAR SITE

Stagger ON (this was confirmed with personnel at radar site)

TRACON DISPLAY

MTI selected for full range

4.2 Flight Inspection

4.2.1 A special flight inspection of the FMH ASR-8, using an FAA Lear 60, flight inspectioncertified aircraft was conducted on 18 November 2009. The flight inspection was performedwithin the airspace above the area of the proposed wind turbines to ascertain existingperformance of the FMH ASR-8. Figure 3 shows the approximate path (red lines) of the flightinspection aircraft.


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Figure 3. Flight Check Paths Superimposed on Area of Wind Turbines

4.2.2 The flight inspection profile was as follows: The flights were performed with the aircraftsometimes clean (minumum Radar Cross Section, high speed) and sometimes dirty(maximum RCS, low speed).

Radial Profiles

1. On a 154 degrees magnetic radial fly outbound at 400 ft over the center of Project

area from 10 to 17.5 nmi.2. Turn and fly inbound over the Project area from 17.5 to 10 nmi.3. Repeat steps 1 and 2 twice for a total of three runs or six legs.4. Repeat steps 1 through 3 at the 1,000 ft MSL.5. Repeat steps 1 through 3 at the Minimum Vectoring Altitude (MVA) of 1,500 ft MSL.6. This completes the radial profiles.

Tangential Profile

1. At 13 nmi and at 127 degrees magnetic fly an arc clockwise for 22 degrees (until 149degrees magnetic) at the 400 ft MSL over the center of Project area.

2. Turn and fly counter-clockwise over the center of the Project area for 22 degrees (until122 degrees magnetic).3. Repeat steps 1 and 2 twice for a total of three runs or six legs.4. Repeat steps 1 through 3 at the 1,000 ft MSL.5. Repeat steps 1 through 3 at the MVA of 1,500 ft MSL.6. This completes the tangential profiles.


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Combination Profile

1. At 45 degrees with respect to the 154 degrees radial/tangential to the ASR-8, fly from41 30 6.98 and 70 17 20.17 W (41.50194026 and -70.2889373) to 41 3018.40 N and 70 23 25.84 W (41.50511182, -70.390511) at the 400 ft MSL over

the center of Project area.2. Turn and fly in the reserve direction over the Project area.3. Repeat steps 1 and 2 twice for a total of three runs or six legs.4. Repeat steps 1 through 3 at the 1,000 ft MSL.5. Repeat steps 1 through 3 at the MVA of 1,500 ft MSL.6. This completes the combination profiles.

4.2.3 The flight inspection was scored by an Air Traffic Controller in accordance with theFlight Inspection Manual, Order 8200.1. Scoring results are contained in Appendix 1. Thecontroller was observing Moving Target Indicator (MTI) video only. The flight inspection wasalso recorded by the Radar Analysis Support System (RASS) connected to the ASR-8 A-

channel log video output, by the TDX-2000 digitizer, and by a camcorder set to view amaintenance display.

4.2.4 The overall results of the flight inspection indicated the radar had very good searchdetection capabilities over the area of the proposed wind turbines. The overall searchProbability of Detection (Pd) of the flight inspection aircraft in that area was over 90% (anacceptable Pd is 75% or greater). The greatest instances of dropped search targets occurredwhen the flight check aircraft was flying the tangential profile. This is to be expected,however. When aircraft are flying tangential, there is not a great Doppler shift in the returnand, thus, the MTI circuitry filters them out.

4.3 Simulated Wind Turbine Signal Injection

4.3.1 In an effort to simulate what the wind turbines will look like on air traffic displays, asignal was injected into the front end of the FMH ASR-8. This was accomplished using theRadar Analysis Support System (RASS), see Appendix B. The RASS has the capability ofinjecting the correct signal amplitude when the Radar Cross Section (RCS), range, andazimuth of the target are known parameters. This simulation enabled Air Traffic personnel toview what the wind turbines may look like on an operational display and it providedsurveillance data processed by the TDX-2000 for analysis.

4.3.2 Although, the normal reception path for wind turbine returns would be via the LowBeam, the simulated RASS signal was injected into the high beam of the ASR-8. This wasnecessary to protect the RASS test equipment from damage by the high power energytransmitted into the Low Beam by the ASR-8. The injected test signal was adjusted upwardto compensate for the Low Beam versus High Beam gain differences. For this test therewere seven separate signal level scenarios used to represent seven different RCS examples.Each scenario was conditioned to provide a continually varying, pulse-to-pulse phase changeto simulate a moving target. The injected signals were arranged in a pattern of five spokes.Each spoke range extent was from 9-to-27 nautical miles, separated in range by 0.5 nautical


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mile intervals. Figure 4 illustrates how the highest injected signal level looked on the airtraffic display for the current configuration/performance of the FMH ASR-8.

Figure 4. Simulated Wind Turbine Signal Being Injected.

4.3.3 The seven RCS levels injected are shown in Table 1. The RCS value for the CapeWind turbines, as determined by computer modeling (X-Patch), was 36 dBsm. Thus, thehighest level injected corresponds to this value and is shown in Figure 4. The actual signallevel input to the High Beam reception path was 64 dBsm due to the compensationnecessary from Low to High beam.

Into HighBeam

35dBsm

40dBsm

45dBsm

50dBsm

55dBsm

60dBsm

64.41dBsm

Correspondsto this inLow Beam

7dBsm

12dBsm

17dBsm

22dBsm

27dBsm

32dBsm

36.41dBsm

Table 1. RCS Values Injected

4.3.4 The highest signal injection amplitude caused the unwanted test targets to be muchmore intense when compared to surrounding aircraft targets seen on the air traffic display.The Air Traffic Controller participating in the test proclaimed that this would be unacceptable.The only test level considered acceptable was the lowest level (35 dBsm into the High Beamwhich is 7.0 dBsm actual).


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4.4 Testing the TDX-2000 Digitizer

4.4.1 The Target Data Extractor, TDX-2000, is a radar processing device that acceptsanalog video from both primary and secondary radars simultaneously and digitizes the datato produce track outputs.The primary functions of the TDX are to:

a. Digitize Primary and Secondary Radar (PSR/SSR) analog data.b. Perform detection processing on the PSR/SSR data.c. Perform PSR/SSR target extraction.d. Perform same-scan processing to correlate (merge) the PSR targets with the SSR

targets.e. Perform scan-to-scan processing to form a track output.f. Provide digital outputs in multiple formats to allow interfacing with a Planned

Position Indicator (PPI), Radar Analysis Planned Position Indicator (RAPPI),modem, or other link.

4.4.2 The essential post processing features of the TDX-2000 that could mitigate the effectsof the wind turbines are included in the tracker function which would output only searchreturns that behave like aircraft (correlated video). The tracker function would not allowrandom search target returns to be output. In addition, clutter mapping functionality, whichwould adjust the detection threshold so fewer primary returns would be output, results in areduction of the unwanted clutter created by the wind turbines. The drawback with thesecond option, clutter mapping, is that it also reduces search returns from real aircraft.

4.4.3 Figure 5 shows a screen capture from a TDX-2000 recording during the time when thesimulated wind turbines were being injected into the ASR-8. The air traffic controller will havethe capability of turning off the uncorrelated (random) search returns (blue dots). Figure 6

shows the screen capture when the uncorrelated video is disabled. When uncorrelated videois disabled, there is a substantial reduction in search returns.


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Figure 5. TDX-2000 Recording With Simulated Wind Turbine Injected Signals


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Figure 6. TDX-2000 Recording Only Showing Correlated Search Only Returns.

4.5 Playing Back the Digitized Data to Air Traffic Controllers

4.5.1 To determine if the TDX-2000 can mitigate the effects of wind turbines to anacceptable level, it was necessary to playback the TDX-2000 recordings in real time to FMH

air traffic controllers. This was accomplished on 17 December 2009. The playback was ofthe area of the injected signals at their maximum amplitude.


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5. Analysis of Results

5.1 Manual Flight Inspection Results

5.1.1 The detailed flight inspection scoring results are included in Appendix A. For the threeaircraft profiles flown, search probability of detection as viewed/scored on the air trafficdisplay was as follows:

Radial Flight Path at 400 AMSL (Speed 150): 100% Search PdRadial Flight Path at 400 AMSL (Speed 230): 99.49% Search PdRadial Flight Path at 1000 AMSL (Speed 150): 100% Search PdRadial Flight Path at 1500 AMSL (Speed 230): 100% Search Pd

Tangential Flight Path at 400 AMSL (Speed 230): 75.78% Search PdTangential Flight Path at 1000 AMSL (Speed 230): 86.72% Search Pd

Tangential Flight Path at 1500 AMSL (Speed 230): 89.08% Search Pd

Diagonal Flight Path 400 AMSL (Speed 230): 100% Search PdDiagonal Flight Path 1000 AMSL (Speed 230): 100% Search PdDiagonal Flight Path 1500 AMSL (Speed 230): 100% Search Pd

5.2 TDX-2000 Performance Results

5.2.1 During the flight inspection, the TDX-2000 processed the analog video from the ASR-8.The results for the three scenarios were as follows:

Radial Flight Path at 400 AMSL (Speed 150): 100% Search PdRadial Flight Path at 400 AMSL (Speed 230): 100% Search PdRadial Flight Path at 1000 AMSL (Speed 150): 99.18% Search PdRadial Flight Path at 1500 AMSL (Speed 230): 99.60% Search Pd

Tangential Flight Path at 400 AMSL (Speed 230): 96.46% Search PdTangential Flight Path at 1000 AMSL (Speed 230): 95.69% Search PdTangential Flight Path at 1500 AMSL (Speed 230): 97.35% Search Pd

Diagonal Flight Path 400 AMSL (Speed 230): 100% Search Pd

Diagonal Flight Path 1000 AMSL (Speed 230): 99.26% Search PdDiagonal Flight Path 1500 AMSL (Speed 230): 100% Search Pd

5.2.2 Note that TDX-2000 search performance for the tangential flights was much better thanseen with manual scoring of target video as observed on the air traffic display. This is notunexpected, since the target video observed on the air traffic display is only analog videoprovided by the ASR-8 and is not the product of any tracking or other conditioning.


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6. Conclusions and Recommendations

6.1 Conclusions

6.1.1 Test signal injection into the ASR-8 system to simulate the effects of the proposed wind

turbine project demonstrated that unwanted search targets will be detected by the ASR-8 andwill be seen on air traffic displays.

6.1.2 The ASR-8 has very limited functionality that would help to eliminate unwanted movingtargets. While there are changes that can be made within the ASR-8 to reduce or eliminatethe unwanted targets, this may also result in detection loss of real aircraft, as well.

6.1.3 The primary purpose for this special flight inspection was to baseline the search radarperformance as it exists today. This information can be used as a measure for comparison ifthe Cape Wind project is implemented. If necessary, the same flight inspection scenario canbe performed to verify performance or identify loss of service during or after installation and

implementation of the proposed wind turbines.

6.1.4 A second purpose of this test effort provided a demonstration of TDX-2000performance with the as-found ASR-8 search radar during the special flight inspection andtarget injection that simulated wind turbines. For the area of concern, the TDX-2000 overallsearch probability of detection exceeded expectations.

6.2 Recommendations

6.2.1 To mitigate the unwanted target detections caused by the wind farm project, this studyrecommends the following:

a. Re-optimize the FMH ASR-8 antenna mechanical tilt, re-establish STC curves, andperform other receiver alignments necessary to achieve an acceptable level of clutterand minimal loss of true target detection.

b. Add a Target Data Extractor (TDX-2000) be used to digitize the FMH ASR-8 videooutput and provide post processing capabilities. Digitizing enables sophisticatedprocessing of radar detections in an effort to reduce the unwanted wind turbine targetsto an acceptable level.

c. If addition of the TDX-2000 does not mitigate the effect of the wind turbines to an

acceptable level, replace the existing radar system at FMH with an ASR-11 radarsystem. This will provide the best alternative for controlling unwanted false targetswhile preserving the maximum possible true target detection.

d. As a last resort, revise the Cape TRACON airspace and procedures to restrict air trafficin the wind turbine area to only aircraft with beacon transponders.


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APPENDIX A

Falmouth ASR-8 Special Flight InspectionManual Search Target Scoring Results

18 November 2009

Assigned Beacon Code Morning: 5620Assigned Beacon Code Afternoon: 0445Flight Inspection Aircraft: N-58Flight Inspection Pilot: Mike Wilson

Note: The scores were recorded when reported by the controller. There were occasionswhen scans were not reported as a result of controller calling traffic or other needs. Thescoring for each leg of each event does not include target detections when the flightinspection aircraft is repositioning between radial, arc, or diagonal runs.

Score Key:3 = good target2 = useable target1 = unuseable target0 = no target

Flight inspection aircraft scores as it enters FMH airspace:

(1407:00Z) 3-3-3-3-3-3-3-3-3-3-3-3-3 (5400) -3-3-3-3-3-3 (4300) -3-3-2-3-3 (3500) -3-3-3-3-3-3-3-3-2 (2600) -1 (2500) -0-0 (2200) -1-3-3-3-3-(1409:00Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-

3-3-3-3-3-3-3-3-3-3-3-1-1-3-3-3 (2000) -3-3-3 (Turn)-3-3-3-2-(1413:00Z) 3-3-3-3-3-(1413:29Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3 (1415:03Z) 3-3-3-3 (2000)-3-3-3-3-3-3-3 (1700)-3-3-3-3-3-3-(1416:43Z) 2-3-3 (Turn South)-3-2-3 (400) 3-3 (1417:00Z) 3-3-3-3-3-3-3-3


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Radial at 400 MSL on 154 degrees (magnetic) from 10-to-17.5NM at 150 knots velocity

Radial Leg #1 outbound:(1418:00Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-2-3

Radial Leg #2 inbound:(1423:30) 3-3-2-3-3-2-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3

Radial Leg #3 outbound:(1427:57Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3-3-3-2-2

Radial Leg #4 inbound:(1432:45) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #5 outbound:

(1437:44Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3-3-2-3-3-3-2

Radial Leg #6 inbound:(1443:15Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Probability of search detection: 100%


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Radial Leg #1 outbound:(1447:45Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #2 inbound:(1453:21Z) 3-3-3-3-3-3-2-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #3 outbound:(1458:25Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3-3

Radial Leg #4 inbound:(1505:30Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2


(1508:51Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #6 inbound:(1514:26Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3



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Radial Leg #1 outbound:(1518:55Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3

Radial Leg #2 inbound:(1524:50Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #3 outbound:(1530:18Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #4 inbound:(1534:52Z) 3-3-2-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3


(1540:07Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #6 inbound:(1544:54Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3



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Radial Leg #1 outbound:(1549:30Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3-3-3-2-3-3-3-3

Radial Leg #2 inbound:(1553:21Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #3 outbound:(1557:25Z) 3-2-1-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #4 inbound:(1601:01Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #5 outbound:(1605:11Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3-3-3-3-3-3-3-3-3-3-3

Radial Leg #6 inbound:(1610:00Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Probability of search detection: 99.49%


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Tangential ARC 127-149 degrees at 400 MSL 230 knots velocity

ARC Leg #1 - counter-clockwise direction at 400:(1620:30Z) 3-3-3-3-3-3-3-3-3-3-0-0-2-2-3-3-2-2-2-2-2-1-1-0-0-0-0-3-2-2

ARC Leg #2 - clockwise direction at 400:(1623:20Z) 2-2-2-1-3-3-3-3-3-3-3-3-2-2-1-0-0-1-0-0-1-0-0-1-3-3-3-3-3-3

ARC Leg #3 - counter-clockwise direction at 400:(1625:41Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

ARC Leg #4 - clockwise direction at 400:(1627:00Z) 3-3-0-0-0-0-1-2-3-3-2-1-1-1-1-1-0-3-3-2

ARC Leg #5 - counter-clockwise direction at 400:(1628:29Z) 3-2-1-2-3-3-2-2-3-2-3-3-2-2-3-3-3-3

ARC Leg #6- clockwise direction at 400:(1630:30Z) 2-2-2-3-3-3-3-3-3-3-3



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ARC Leg #1 - counter-clockwise direction at 1000:(1633:22Z) 3-2-2-3-3-3-3-3-3-3-3-3-2-2-1-1-0-0-1-1-1-1-2-3-3-3

ARC Leg #2 - clockwise direction at 1000:(1637:00Z) 1-2-2-3-3-3-3-3-3-3-3-3-2-2-2-3-3-3

ARC Leg #3 - counter-clockwise direction at 1000:(1640:00Z) 3-3-3-3-3-3-2-0-1-2-3-3-3-3-3-3-3-3-3-3-2

ARC Leg #4 - clockwise direction at 1000:(1643:29Z) 3-3-3-3-3-3-3-3-3-2-1-1-1-1-2-2-3-3-2-3-3-3-3-3

ARC Leg #5 - counter-clockwise direction at 1000:(1646:29Z) 3-3-3-3-3-3-2-0-1-2-2-3-3-3-3-3-2-2-2-1-1-2-3-3-3

ARC Leg #6- clockwise direction at 1000:(1649:50Z) 3-3-3-3-3-1-2-3-3-3-3-3-3-3-3-3



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ARC Leg #2 - clockwise direction at 1500:(1655:34Z) 3-3-3-3-3-3-3-2-1-2-3-3-3-3-3-3-3-3-2-2-3-3-3-3

ARC Leg #3 - counter-clockwise direction at 1500:(1659:00Z) 3-3-3-3-3-2-1-2-3-3-3-3-3-3-3-3-3-3-3-3-3-3-2

ARC Leg #4 - clockwise direction at 1500:(1702:20) 3-3-3-3-3-2-3-3-3-3-3-3-3-1-2-3-3-3-3


ARC Leg #6- clockwise direction at 1500:(1708:45Z) 3-3-3-1-1-2-2-3-3-3-0-3


Flight Inspection in for Fuel and Food for Crew


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New Mode 3A Code is 0445

Diagonal at 400 MSL 230 knots velocity

Diagonal Leg #1 - Outbound at 400:

(1912:40Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #2 - Inbound at 400:(1915:00Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #3 - Outbound at 400:(1919:50Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #4 - Inbound at 400:(1923:40Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #5 - Outbound at 400:(1928:08Z) 2-2-2-3-3-3-3-3-3-3-3-3-3-3-3-2-2-3-3-2-2-3-3-2-2-2-2-2-3

Diagonal Leg #6 - Inbound at 400:(1933:20Z) 2-2-2-2-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3



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Diagonal Leg #1 - Outbound at 1000:(1931:24Z) 3-2-3-3-3-2-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #2 - Inbound at 1000:(1944:00Z) 1-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #3 - Outbound at 1000:(1948:50Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #4 - Inbound at 1000:(1952:00Z) 3-2-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #5 - Outbound at 1000:(1957:45Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #6 - Inbound at 1000:(2002:40Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3



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Diagonal Leg #1 - Outbound at 1500:(2008:17Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #2 - Inbound at 1500:(2013:00Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #3 - Outbound at 1500:(2016:16Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #4 - Inbound at 1500:(2019:00Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #5 - Outbound at 1500:(2022:50Z) 3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3-3

Diagonal Leg #6 - Inbound at 1500:(2029:01Z) 3-3-3-3-3-3-3-3-3-3-3-3


RNAV Approach to ACK

(2039:15Z) 0-1-1-2-1-1-1-2-2-2-2-0-0-1-1-1-2-3-1-1-1-2-2-2 (2000 On Final)-2-3-3-3-3-3-3-3-3-3-3-3-3-3-2-3-3-3-3-3-3-2-2-3-2-3-3-3-2-2-2-2 (1100) 2-2-2 (900) -1 (800) -0 (700) -1(700) -1-0 (600 No SCH/No BCN)

ILS Approach Followed by Missed Approach

(2049:42Z) 3-2-2-3 (2200) -3-3-3-3-3-2-2-2-3-3-3-3-3-3 (Over CRAIG) -3-3-3-3-3-3-3-3-3-3-3-3-3-2-2-2-2 (800) -2-1 (700) -1-0 (600) -0 (500) -0-0-0 (BCN CST) (2053:25Z) RUNWAY(254:35Z) 3 (1800) -3-3-3-3-3-2-3-3-3-3-3-3-3-3-2-2-1-2-3-3-3-3-3-3-2-3-2-2-3-3-0-0-1-2-2-3-3-3-3-3-3-3-2-3-3-3 (2300) -2-2-3-3-3-3-3-3-3-3 (3700)


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APPENDIX B

Falmouth (FMH) ASR-8 RASS Test Target Injection18 November 2009

On 18 November 2009, a Target Injection test was performed at Falmouth, MA (FMH) ASR-8 usingthe RADAR Analysis Support System (RASS) manufactured by Intersoft Electronics. The scope of

the target injection test was to simulate the signal returns of wind turbines at the proposed location ofthe wind farm in relation to the FMH ASR site. This target injection enables analysis to determine the

impacts to users of the FMH ASR service.

Table 1-1a depicts various radar cross section (RCS) values injected from the RASS into the LOWBeam waveguide at both 10 and 14 nautical miles and the respective receive target level measured at

the input to the target receiver. The HIGH Beam RCS values equate to the LOW Beam RCS whentarget injection was inserted into the HIGH Beam waveguide at FMH.

Range 10 N.M. Range 14 N.M.Altitude 500ft

LOW Beam RCS RCV Target LVL

Equivalent

HIGH Beam RCS RCV Target LVL

Equivalent

HIGH Beam RC

37 dBm2

-36.31 dBm 63.81 dBm2

-42.81 dBm 64.41 dBm2

32 dBm2

-41.31 dBm 58.81 dBm2

-47.81 dBm 59.41 dBm2

27 dBm2

-46.31 dBm 53.81 dBm2

-52.81 dBm 54.41 dBm2

22 dBm2 -51.31 dBm 48.81 dBm2 -57.81 dBm 49.41 dBm2

17 dBm2

-56.31 dBm 43.81 dBm2

-62.81 dBm 44.41 dBm2

12 dBm2

-61.31 dBm 38.81 dBm2

-67.81 dBm 39.41 dBm2

Table 1-1a

Table 1-1b depicts RCS values used during the FMH Cape Wind Project target injection test. These

values were injected into the HIGH Beam waveguide due to RASS test equipment reverse powerlimitation to its dynamic range of test signal output power. Note that the RCV Target level is based

upon the RCS of the HIGH Beam signal injection. The LOW Beam RCS equivalent is provided, aswell.

Range 10 N.M. Range 14 N.M.Altitude 500ft

High Beam RCS RCV Target LVL

Equivalent

LOW Beam RCS RCV Target LVL

Equivalent

LOW Beam RCS

64.41 dBm2

-35.77 dBm 37.54 dBm2

-42.81 dBm 37.54 dBm2

60 dBm2 -40.18 dBm 33.13 dBm2 -47.22 dBm 32.59 dBm255 dBm

2-45.18 dBm 28.13 dBm

2-52.22 dBm 27.59 dBm

2

50 dBm2

-50.18 dBm 23.13 dBm2

-57.22 dBm 22.59 dBm2

45 dBm2 -55.18 dBm 18.18 dBm2

-62.22 dBm 17.59 dBm2

40 dBm2

-60.18 dBm 13.13 dBm2

-67.22 dBm 12.59 dBm2

35 dBm2

-65.18 dBm 8.13 dBm2

-72.22 dBm 7.59 dBm2

Table 1-1b


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FALMOUTH (FMH) ASR-8 CAPE WIND PROJECT RADAR BASELINEREPORT

Page 28 of 36

LOW BEAM Vertical Pattern

This ASR-8 antenna pattern wasused for all RASS Target signal

generation for LOW Beam injecti

LOW BEAM Injection Parameter

With the LOW Beam Antenna

pattern from above and with theaddition of target Altitude and Ra

the Target Return Level can becalculated with a given RCS.


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FALMOUTH (FMH) ASR-8 CAPE WIND PROJECT RADAR BASELINEREPORT

Page 29 of 36

HIGH BEAM Vertical Pattern

This ASR-8 antenna pattern wasused for all RASS Target signal

generation for HIGH Beaminjection

HIGH BEAM Injection Paramet

With the HIGH Beam Antennapattern from above and with the

addition of target Altitude andRange, the Target Return Level

be calculated with a given RCS

** NOTE: The Target Return le

is equal in both the LOW andHIGH Beam as a result of the

compensation to the RCS for theHIGH Beam path due to the

difference in the antenna patterngain and elevation.


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30

HIGH Beam Injection with an RCS of 35 dBm2


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HIGH Beam Injection with an RCS of 64.41 dBm2

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FAA Cape Wind 13Feb2010 FMH Engineering Study Corr

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