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Flap extension in an area of known turbulence should be delayed as long as
possible because the aircraft can withstand higher gust loads in the clean
configuration. Diversion to another airfield is the best policy if severe
turbulence persists in the area.
Sec. 3 Page 322
Rev. 11/15/02 #41 Continental
737
Flight Manual
Procedure Summary
In a brief form, the procedures for flight in severe turbulence are summarized as
follows:
Airspeed - Recommended turbulence penetration airspeed is 280 KIAS or
>>@ MACH .73, BCD Mach .76 whichever is lower. At 15,000
feet and below, a turbulent airspeed of 250 KIAS may be used if the aircraft
gross weight is less than the maximum landing weight. Do not fly less than
minimum maneuvering speed for existing configuration. Severe turbulence will
cause large and rapid variations in indicated airspeed. Do not chase airspeed.
Attitude - Maintain wings level and smoothly control pitch attitude. Use attitude
indicator as the primary instrument. In extreme drafts, large attitude changes
may occur. Do not use sudden large elevator control inputs.
Stabilizer - Maintain control of the aircraft with the elevators. After
establishing the trim setting for penetration speed, do not change stabilizer trim.
Altitude - Allow altitude to vary. Large altitude variations are possible in severe
turbulence. Sacrifice altitude in order to maintain the desired attitude and
airspeed. Do not chase altitude.
PHASE OF FLIGHT AIRSPEED
Climb 280 KIAS
.73 Mach >>@
.76 Mach BCD
(whichever is lower)
Cruise Use FMC recommended thrust settings. If the
FMC is inoperative, refer to the Unreliable Airspeed
page in Section 5 for approximate N1 settings that
maintain near optimum penetration airspeed.
Descent .73 / 280 >>@
.76 / 280 BCD
(whichever is lower)
If severe turbulence is encountered at altitudes
below 15,000 feet and the aircraft gross weight is
less than the maximum landing weight, the aircraft
may be slowed to 250 knots in the clean
configuration.
Note: If an approach must be made into an area of severe turbulence, delay
flap extension as long as possible. The aircraft can withstand higher
gust loads in the clean configuration.
737
Flight Manual Continental
Sec. 3 Page 323
Rev. 11/15/02 #41
COLD WEATHER OPERATIONS
Predeparture Check
This check will determine the need for deicing. This check is usually
accomplished by the flight crew during the normal walkaround inspection
completed at the gate. Qualified ground personnel may also determine the need
for aircraft deicing without the flight crew present.
The predeparture check is a check of critical aircraft surfaces to ensure that they
are free of any adhering ice, snow, slush, or frost. Critical aircraft surfaces
include the following:
· Wings - Takeoff with light coatings of frost, up to 1/8 inch (3mm) in
thickness on lower wing surfaces due to cold fuel is permissible. However,
all leading edge devices, all control surfaces, and all upper wing surfaces
must be free of snow, ice, slush, and frost.
· Fuselage - Thin hoarfrost is acceptable on the upper surface of the fuselage
provided all vents and ports are clear. Thin hoarfrost is a uniform white
deposit of fine crystalline texture, which is thin enough to distinguish
surface features underneath, such as paint lines, markings, or lettering.
· Tail
· Control Surfaces
· Engine Inlets
· Landing Gear and Gear Doors, Wheels and Brakes
· Air Conditioning Inlets / Exits and Outflow Valves
· Air Data Sensors, Stall Vanes, Pitot Tubes and Static Ports
If these aircraft surfaces are not free of any adhering ice, snow, slush or frost,
the aircraft must be deiced prior to departure.
In many cases, it may be necessary to start the engines and/or taxi to another
location prior to deicing the aircraft. In situations such as this, it is permissible
to start the engines and proceed to the deicing area with an accumulation of
snow and/or ice on the aircraft. However, in no case will an aircraft taxi for
takeoff without first ascertaining that the critical aircraft surfaces are free of any
adhering ice snow, slush, or frost.
Ice, Frost And Snow Removal
Federal regulations prohibit takeoff when frost, snow or ice is adhering to
critical aircraft surfaces. These regulations are based on the “clean” aircraft
concept which requires a pretakeoff contamination check to ascertain that
critical aircraft surfaces (wings and control surfaces) are “clean” (free of
adhering ice, frost or snow formations) and to determine that any formations not
　
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