Date: 201401
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Weather elements / visibility: Turbulence
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: Pre-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Procedure; Weather
Primary problem: Human Factors

Narrative: We received our paperwork for the flight; and there were no notes on the release. Looking through the weather information we saw a SIGMET for most of the northeast for severe turbulence between 13;000 FT and FL330; exactly where we would be flying. There were no PIREPs listed on the weather packet; however the packet is limited because it only shows PIREPs for the departure; destination; and alternate airports; nothing else. On receiving the ATIS it stated: Severe and extreme turbulence at FL220 west of the airport. I immediately sent an ACARs message to our Dispatcher; asking for information. He replied: several reports between 220-340 of severe and extreme turbulence all along the east coast. I asked why we were not given those very important PIREPs; to which he replied: 'Clear air turbulence does not stay in one spot; PIREPs and SIGMETs are advisory only and not known turbulence. One planes' severe is another's light chop.' I have pictures of the ATIS; and the ACARs received from Dispatch. Reading those messages it is very clear that this Dispatcher does not have a full grasp of the requirements of our manuals or 14 CFR 121. The Operations Manual states: Flight into known severe turbulence is prohibited. Also: Operations in potentially hazardous weather conditions. The Dispatcher will consult with the pilot in command on any concerns when operating in or near areas where the potential for hazardous weather conditions exist. Pilots will adhere to the procedures in the respective POH. The need for exercising prudent judgment with regard to flight through areas of known or forecast severe weather such as thunderstorm activity; severe turbulence; and hail; is well recognized by experienced pilots. Flight through severe weather activity must be avoided if possible. Flights shall be released and operated only if it appears that the area of severe weather can be avoided. Flights should not proceed through an area in which thunderstorms or turbulence of more than moderate intensity are known to exist; unless the PIC can alter the flight path to avoid the storm center by visual or radar guidance. 14 CFR 121.601 states: Aircraft Dispatcher information to pilot in command: Domestic and flag operations. (a) The aircraft Dispatcher shall provide the pilot in command all available current reports or information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight. (b) Before beginning a flight; the aircraft Dispatcher shall provide the pilot in command with all available weather reports and forecasts of weather phenomena that may affect the safety of flight; including adverse weather phenomena; such as clear air turbulence; thunderstorms; and low altitude wind shear; for each route to be flown and each airport to be used. (c) During a flight; the aircraft Dispatcher shall provide the Pilot in Command any additional available information of meteorological conditions (including adverse weather phenomena; such as clear air turbulence; thunderstorms; and low altitude wind shear); and irregularities of facilities and services that may affect the safety of the flight. The turbulence was so bad that when a B777 encountered it; 5 flight attendants were injured; and the aircraft had to turn back. It is clear to me that this Dispatcher did not follow the Manual or 121.601 by not notifying us of the potential for severe to extreme turbulence. We did not encounter it; but the complacency of the Dispatcher scared us; what else is he neglecting to notify crews about? 1. Remove this Dispatcher from actively dispatching until he can complete remedial training to ensure that all required notifications to crews are completed. 2. Work with our weather vendor to increase the listings of PIREPs; so that we can get more in formation than just the departure and arrival airports. 3. Send a must read memo to all dispatchers reiterating the importance of crew notification of potentially hazardous weather information.




Synopsis: EMB-170 Captain laments not being informed of potential severe turbulence by his Dispatcher prior to departure as required by the Operations Manual and FAR 121.