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At longer ranges it will be difficult to obtain ground targets at the outermost
area of the display due to the curvature of the earth. Over water or if ground
returns cannot be obtained at outer edge, use the following cruise tilt angles:
Target Range (NM) Approximate Tilt Angle (Degrees)
Over Land Over Water
160 2 Down 3 Down
80 3 Down 5 Down
40 5 Down 8 Down
Sec. 3 Page 304
Rev. 11/15/02 #41 Continental
737
Flight Manual
As targets move past the half-way position, adjust antenna tilt angle and range
setting as necessary to avoid overscanning. Detection of targets closer than 20
NM may be difficult as the large tilt down settings being used may result in
excessive ground clutter and/or more distant storms not being detected.
Storm Height
Most formulas and charts used to determine storm heights are complex as a
result of the accuracy of calibration and the curvature of the earth. However, the
following is a method that estimates the top of the detectable moisture (radar
top) and is independent of calibration and curvature problems:
While scanning for storm targets, the most effective tilt angle of the antenna
depends upon the altitude of the aircraft and the selected range. Once a storm is
detected by varying the tilt angle (see previous table), decrease the tilt until the
ground return touches the center of the storm and note the tilt angle displayed on
the radar indicator. Now increase the tilt until the storm disappears and again
note the tilt angle. The difference of these two settings is important and
eliminates the need of calibration corrections. Multiplying this tilt difference
figure times the distance of the storm from the aircraft equals the storm height
above ground level (i.e., a five degree difference of a storm at fifty miles equals
a storm height of 250 or 25,000 feet AGL).
Recall the radar top is only the top of the moisture return and not the top of the
cloud. Experience has shown that an additional 10,000 to 15,000 feet must be
added to the radar top to ensure total clearance of the storm area.
Overwater Operating Procedures
· Do not use MAP mode for weather detection.
· Limit the use of 320 NM range to MAP mode. Weather detection is
marginal beyond 220 NM.
· Use 160 NM range for weather surveillance with tilt down 3 degrees and
expect some sea clutter at the outer limits (i.e., above 120 NM).
· As weather is detected, range down to 80 NM then 40 NM using tilt to
determine the “radar tops.” Radar tops should be avoided by
approximately 10,000 to 15,000 feet. Circumnavigate if required.
· Periodically return to 160 NM to re-examine the “big picture.”
737
Flight Manual Continental
Sec. 3 Page 305
Rev. 11/15/02 #41
ENGINE OPERATION DURING SEVERE PRECIPITATION
Flights should be conducted to avoid moderate to severe thunderstorm activity
by over flight or circumnavigation. To the maximum extent possible, moderate
to heavy rain / hail should also be avoided. Weather radar, pilot reports, and
flight crew observations may be used by the flight crew to determine when
moderate to heavy rain / hail / sleet is anticipated.
Should flight in moderate to heavy rain / hail / sleet be encountered or
anticipated:
· Avoid rapid throttle movements to prevent engine stall or flameout.
· Do not make rapid thrust changes in extremely heavy precipitation unless
excessive airspeed variations occur.
· If thrust changes are necessary, move the throttle very slowly.
· Avoid changing thrust lever direction until engines have stabilized at a
selected setting.
Sec. 3 Page 306
Rev. 11/15/02 #41 Continental
737
Flight Manual
CONTROLLED FLIGHT INTO TERRAIN (CFIT)
Controlled Flight Into Terrain (CFIT) represents a significant threat to aviation
safety. Flight crews often correlate CFIT with mountainous terrain. However,
CFIT encounters have occurred in non-mountainous, relatively flat terrain.
CFIT accidents and incidents have occurred during departure, but
overwhelmingly, the majority of these encounters occur during the descent,
approach and landing phases of flight. CFIT encounters can be prevented by
increased awareness and the use of established procedure should a GPWS
warning / alert occur.
Air Traffic Control
Flight crews need to have a clear understanding of ATC’s role and
responsibility in terrain separation. The responsibility for terrain separation
rests solely with the flight crew. ATC assumes the flight crew is aware of the
surrounding terrain.
Caution: MEA’s and MOCA’s offer protection while remaining on a
　
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