B737 BRIEFINGS

FLYING IN TURBULENCE

You should read the Flight In Severe Turbulence article in the SmartCockpit Flight Ops section (subsection Meteorology). The turbulent air penetration speed is: - B737 Classics.. 280 KIAS /.73 Mach - B737 NG .. 280 KIAS /.76 Mach Turbulent air penetration speeds provide high/low speed margins in severe turbulent air. Below 10,000 feet, a speed between 240 and 250 knots provides adequate buffet margin. Severe turbulence should be avoided if at all possible. If severe turbulence cannot be avoided, an increased buffet margin is recommended. This can be obtained by descending approximately 4,000 feet below optimum attitude. On the weather radar, the most intense areas are displayed in red, lesser intensity in amber, and lowest intensity green. Turbulence is displayed in magenta. The turbulence mode displays normal precipitation and precipitation associated with turbulence. When the radar detects a horizontal flow of precipitation with velocities of 5 or more meters per second toward or away from the radar antenna, that target display becomes magenta. This magenta area is associated with heavy turbulence. The detection of turbulence is automatically limited to a 40 nautical mile range, regardless of the selected range. WX/TURB (turbulence) shows: weather radar returns / shows turbulence within 40 miles. Remember that turbulence detection requires presence of detectable precipitation. Clear air turbulence cannot be detected by radar. Turbulence at or near maximum altitude can momentarily increase the airplanes angle-of attack and activate the stick shaker. When flying at speeds near the lower amber band, any maneuvering will increase the load factor and further reduce the margin to buffet onset and stick shaker. When descending in VNAV PTH, the FCC will disengage VNAV and switch to LVL CHG if actual speed becomes equal to or slightly less than the minimum speed, denoted by the underspeed limiting symbol in the MCP IAS/Mach window. This can also happen in turbulence or gusty conditions when the minimum speed may momentarily increase due to G loading

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B737 BRIEFINGS

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B737 BRIEFINGS

TURBULENCE PROCEDURE (According to Boeing 737NG FCOM)

PHASE OF FLIGHT

AIRSPEED B737 Classics.. 280 KIAS /.73 Mach B737 NG .. 280 KIAS /.76 Mach Use FMC recommended thrust settings. If the FMC is inoperative, refer to the Unreliable Airspeed page in the Performance-Inflight section for approximate N1 settings that maintain near optimum penetration airspeed.

CLIMB

CRUISE

DESCENT

B737 Classics.. .73 Mach / 280 / 250 KIAS B737 NG .. .76 Mach / 280 / 250 KIAS If severe turbulence is encountered at altitudes below 15,000 feet and the airplane gross weight is less than the maximum landing weight, the airplane may be slowed to 250 knots in the clean configuration.

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B737 BRIEFINGS

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B737 BRIEFINGS

Take turbulence speed as soon as possible Select Continuous ignition (FLT position) during severe turbulence. Disconnect autothrottle in severe turbulence and set thrust for penetration speed (FMS CRZ page: TURB N1). If the autopilot is engaged, leave it engaged unless airspeed, altitude or attitude deviations require use of manual control. During manual flight, maintain wings level and smoothly control attitude. Use the attitude indicator as the primary instrument. In extreme updrafts or downdrafts, large altitude changes may occur. You can allow altitude and airspeed to vary and maintain attitude. Normally, no changes to cruise altitude or airspeed are required when encountering moderate turbulence. If operating at cruise thrust limits, it may be difficult to maintain cruise speed. If this occurs, select a higher thrust limit (if available) or descend to a lower altitude. Maintain clean configuration if holding in turbulence. Flap extension in an area of known turbulence should be delayed as long as possible because the airplane can withstand higher gust loads with the flaps up. Advise ATC if an increase in airspeed is necessary due to turbulence, if unable to accomplish any part of the holding procedure,

Do not use sudden or large control inputs. After establishing the trim setting for penetration speed, do not change pitch trim. Do not allow the airspeed to decrease and remain below the turbulent air penetration speed because stall/buffet margin is reduced. Avoid large thrust changes. Where possible avoid landing in tailwinds, on runways with negative slope, or on runways with less than normal braking conditions.
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B737 BRIEFINGS

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