Narrative:

While on approach ILS xx into ZZZ; we got a report of severe turbulence from aircraft ahead of us; a smaller business jet. They immediately restated it as moderate so we continued on approach and gave the PA for the flight attendants to be seated immediately. We then around 8000+ ft. MSL did in fact encounter the moderate turbulence which knocked the autopilot off and we then lost FD guidance as well. The captain was flying pilot and I was pilot monitoring. He started to reach up and reengage MCP and I told him I'd get it and that we were now flying raw data. We got low on glideslope so I pointed this out and he pitched up to get back on path. Meanwhile I reengaged approach mode and he continued to hand fly as we we're approaching 1;400 ft. AGL. The captain was also now trying to get aircraft configured as it just didn't want to slow down. He called for flaps 30 but we got a gust so I waited. Flaps 30 was set about 1;100; he then called for flaps 40 landing checklist; but again speed was a few kts. High. We got the 1;000 ft. Call and set missed approach altitude and then I set flaps 40 and completed landing checklist at about 800 ft. AGL. We were drifting right of course and the FD finally came back up but didn't make sense so [we] were about to go around when we broke out about 500-600 ft. AGL and saw runway xx to our left. I pointed it out; the captain saw it and I said to land. He pointed nose down and made a nice landing and we exited A2 taxiway. We did get a soft glide slope warning just before landing to which the captain responded with correcting with slight pitch up.we debriefed what we could before opening the door. In hind sight; there may have been a few spots where we might have gone around but in trying to regain our combined sa (situational awareness) and due to fact that there was moderate turbulence; high terrain ahead with IMC conditions and worry of loss of guidance; landing with the runway in sight seemed to be the safest course of action at that moment.we debriefed what we could before opening the door. In hind sight; there may have been a few spots where we might have gone around but in trying to regain our combined sa and due to fact that there was moderate turbulence; high terrain ahead with IMC conditions and worry of loss of guidance; landing with the runway in sight seemed to be the safest course of action at that moment.

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Original NASA ASRS Text

Title: B737 Captain reported the autopilot disengaged and flight director guidance was lost after the aircraft encountered moderate turbulence during an ILS approach in IMC.

Narrative: While on approach ILS XX into ZZZ; we got a report of severe turbulence from aircraft ahead of us; a smaller business jet. They immediately restated it as moderate so we continued on approach and gave the PA for the flight attendants to be seated immediately. We then around 8000+ ft. MSL did in fact encounter the moderate turbulence which knocked the autopilot off and we then lost FD guidance as well. The Captain was Flying Pilot and I was Pilot Monitoring. He started to reach up and reengage MCP and I told him I'd get it and that we were now flying raw data. We got low on glideslope so I pointed this out and he pitched up to get back on path. Meanwhile I reengaged approach mode and he continued to hand fly as we we're approaching 1;400 ft. AGL. The Captain was also now trying to get aircraft configured as it just didn't want to slow down. He called for flaps 30 but we got a gust so I waited. Flaps 30 was set about 1;100; he then called for flaps 40 landing checklist; but again speed was a few kts. high. We got the 1;000 ft. call and set missed approach altitude and then I set flaps 40 and completed landing checklist at about 800 ft. AGL. We were drifting right of course and the FD finally came back up but didn't make sense so [we] were about to go around when we broke out about 500-600 ft. AGL and saw Runway XX to our left. I pointed it out; the Captain saw it and I said to land. He pointed nose down and made a nice landing and we exited A2 taxiway. We did get a soft glide slope warning just before landing to which the Captain responded with correcting with slight pitch up.We debriefed what we could before opening the door. In hind sight; there may have been a few spots where we might have gone around but in trying to regain our combined SA (Situational Awareness) and due to fact that there was moderate turbulence; high terrain ahead with IMC conditions and worry of loss of guidance; landing with the runway in sight seemed to be the safest course of action at that moment.We debriefed what we could before opening the door. In hind sight; there may have been a few spots where we might have gone around but in trying to regain our combined SA and due to fact that there was moderate turbulence; high terrain ahead with IMC conditions and worry of loss of guidance; landing with the runway in sight seemed to be the safest course of action at that moment.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.