SWA Policies & Procedures

30, unless otherwise required.

(B737 AOM, 17-10)

1. - Flap 40 recommended, when landing with the RCC reported < 3-MED.

• Additionally, these 2 extra requirements apply then too:
• 2. - Apply MAX reverse thrust
• 3. - Autobrakes required

(AOM, 12.1.3.2)

• (It used to be:)
• • Negative [bracketed] OPC stopping margin under Min(2) for flaps 30.
• • Reported braking action is < GOOD.
• • Wx is at or near minimums for the approach to be flown.    

(B737 AOM, 17-10)

Autobrake level 1 is not authorized. 

(B737 AOM, 3.14.2, pg. 3-22)

• • On any runway that is not DRY (i.e., WET GOOD, WET-FAIR, WETPOOR).
• • If the reported visibility is < 4000 RVR or ¾ mile.
• • If landing with < flaps 30 (e.g., single engine landing or abnormal configuration).
• • For landing in strong/gusty crosswinds or when uniform brake application due to rudder input may be affected.

(B737 AOM, 3.14.2, pg. 3-22)

Select a setting that results in a (positive) stopping margin. 

(B737 AOM, 3-33)

No:

- for "Go around, Windshear Ahead", the crew should go-around and prepare to execute the recovery procedure.

- for "Monitor radar display", the crew should monitor the radar display & maneuver as needed to avoid the windshear, and be prepared to execute a go-around and/or the Windshear Escape Maneuver.

(AOM, 5.18.1)

No:  

- For a PWS Caution alert “Monitor Radar Display,” crew response should be to:

Continue the takeoff, use the precautionary takeoff profile, & be prepared to execute the windshear recovery procedure.

- For a PWS Warning alert, “WINDSHEAR AHEAD, WINDSHEAR AHEAD,” the crew response should be:

• before starting the takeoff roll, delay the takeoff.

• after starting the takeoff roll, abort the takeoff if it can be done safely, or continue the takeoff using the precautionary takeoff profile. Be prepared to execute a windshear recovery.

(-700 QRH, pg. MAN.1.1, AOM 5.18.1)

1850 psi is considered full.

- If less than 1850, refer to the Minimum Dispatch Pressure chart in (AOM, 16.1.2).

• - Good Rule Of Thumb:    
•   “2=500psi,    
•    3=700psi &    
•    4=900psi”

(B737 AOM, 6-3-1,  FRM -700/-800, 1-65)

Minimum altitude for autopilot engagement after takeoff—400 ft AGL.

• Minimum altitude for autopilot disengagement during approach—
• - 50 ft below DA/DDA,
• - but no less than 50 ft AGL.

(AOM, 3.6.1)

When visibility is < 500 RVR.

(AOM, 9-13)

• When > 5,000 ft AAE and as flight deck workload permits, select the N1 LIMIT page and delete CLB-1 or CLB-2 (as appropriate).

*Do not delete the reduction in the MAX*

• Occasionally, it may be necessary to use CLB sooner (e.g., ATC requests a “best rate” climb due to traffic).

• Left unchanged, the FMC automatically phases out the reduced climb setting by 15,000 ft MSL.

(AOM, 10-1)(Leap 1B CFM Expanded Brief, pg. 13)

• Calculate an increased VR by selecting WINDSHEAR on the PWB TO CONDITIONS page 2/2.
• The increased (windshear) VR speed, not to exceed VR + 20, will display on the TAKEOFF RUNWAY output screen.
• This increased rotation speed results in an increased stall margin and meets takeoff performance requirements.
• Set the airspeed bug to the actual (non-windshear) VR speed.
• Use the increased (windshear) VR speed for the “Rotate” callout.

• WARNING: If windshear is encountered at or beyond the actual (non-windshear) VR, do not attempt to accelerate to the increased VR; rotate without hesitation.
• In no case should rotation be delayed with less than 2,000 ft of usable runway remaining.

(AOM, 15.5.3, pg. 15-66)

• • V-REF is greater than 140 kt for other than Flaps 30 and Flaps 40 landings.
• • V-TARGET is greater than 140 kt for RNAV (RNP) approaches with an RF leg on the final approach segment.

• Note: For an RNAV (RNP) approach with an RF leg on the final approach segment, the maximum allowable speed on the final approach segment is 165 kt.

(AOM, pg. 11-1-4-2)

When having "committed to a specific airport," it is determined that any change to the existing clearance to that airport may result with a landing below the greater of:


1.) 4,000 lbs

2.) Planned Final Reserve Fuel

 

 

Reference: FOM 17.6.1, Flight Ops Bulletin 24-01

1.)  The calculated useable fuel upon landing at the nearest airport where a landing can be made will be less than Planned Final Reserve Fuel

2.)  A low fuel state requires immediate traffic priority

 

•  
• Reference: FOM 17.6.1, Flight Ops Bulletin 24-01

A takeoff alternate is required and must be shown in the Dispatch Release when the weather conditions at the departure airport are below non-HGS CAT I landing minimums.

(FOM, 17.4.1)

Takeoff alternate weather requirements are the same for a landing alternate.

Note: The takeoff alternate must not be more than one hour from the departure airport at normal cruising speed in still air with one engine inoperative (approximately 320 NM).

(FOM, 17.4.1)

• An alternate airport is required if the destination airport’s weather reports or forecasts or any combination of them indicate that for at least one hour before and one hour after the estimated time of arrival at the destination, either of the following weather conditions exist:
• ● The ceiling is less than 2,000 ft above the airport elevation.
• ● The visibility is less than 3 miles.
• When the weather conditions forecast for both the destination and the alternate airport are less than 600-ft ceiling and less than two miles visibility (defined as “marginal” weather), at least one additional alternate must be designated.

(FOM, 17.4.3)

• MINIMUM TAKEOFF fuel value listed on the Dispatch Release
• (FOM, 17.6.7)

• Used to be:
• PLAN ARR FUEL may not be less than 5,000 lb without concurrence between the Captain and Dispatcher.

Any fuel added to increase PLAN ARR FUEL to 5,000 lb should be added to CONT/HOLD.

(FOM, 17.6.3)

With (NGRVR) data obtained only through SWIFT, Dispatch can plan a flight (with an enroute time of 60 minutes or less) to a destination whose METAR is at or above approach minimums provided the conditions outlined in FOM Chapter 17 are met.

(FOM, 17.1.4)

• Exemption 3585 (as amended) permits SouthwestAirlines to dispatch an aircraft to a destination airport and list an alternate for that destination airport, when the TAF for either or both of those airports indicates, by the use of conditional words such as “BECMG,” “PROB,” or “TEMPO” in the TAF, that the weather could be below authorized landing minimums at the time of arrival, provided that the information contained in the “main body” of the TAF indicates that the weather for those airports will be at or above authorized landing minimums at the time of arrival.
• Conditions outlined in FOM Chapter 17 must be met.

(FOM, 17.1.4, pg 17-5)

• Yes, under Look-See
• Once established on the Final Approach Segment (FAS), the PF may continue the approach to minimums even if the controlling visibility (prevailing or RVR) is reported below the minimum required for the approach provided the following:
•  The approach is started with weather at, or above, approach minimums.
•  The aircraft is on the FAS.
•  The visibility is subsequently reported below minimums.

Note: Not applicable to CAT III approaches.

(FOM, 11.3.5)

• “Airspeed”
•  VTARGET minus 5 kt
•  VTARGET plus 10 kt
•  Anytime below VREF

• “Sink Rate”
•  1,000 fpm when less than 1,000 ft above TDZE

• “Crosstrack”
•  ± 1 DOT / ±5 deg.

• “Glideslope”
•  ± 1 DOT

Momentary deviations of glidepath, course, airspeed, and sink rate do not require an immediate go-around.

(FOM, 11.1.1)

• DDAs are used for the following non-circle-to-land approaches with MDA minima:
• ● Non-precision approaches based on ground-based navaids (e.g., LOC, VOR).
• ● RNAV (GPS) approaches to LNAV-only MDA minima.
• - add 50’ to the applicable MDA

- MDA = “More Damn Altitude” (Instructor Gary Buis 7/‘21)

(FOM, 11.3.4)

• For airports with at least one operational navigational facility providing a straight-in non-precision approach procedure; or CAT I precision approach; or, when applicable, a circling maneuver from an IAP.
• Add 400 ft to MDA(H) or DA(H), as applicable.
• Add 1 SM (1,600 m) to the landing minimum.

For airports with at least two operational navigational facilities, each providing a straight-in approach procedure to different suitable runways.

• Add 200 ft to higher DA(H) or MDA(H) of the two approaches used.
• Add ½ SM (800 m) to the higher authorized landing minimum of the two approaches used.

• Note: Two different suitable runways may be different ends of the same physical runway surface.
• Note: Two different navaid identifiers are required, including examples where the ILS frequencies are the same.
• Note: A GPS-based IAP constitutes a single navigational facility.  Do not use two different GPS-based IAPs.

30 million ft/lb


(AOM, 17.8.2.1 and 17.8.2.2)

• - Add 70 to the flaps 40 approach speed and
• - Add 3000 to the field elevation
• - Input these numbers into LSK 3L (ie. 205/3620)
• - Insert 250 into LSK 2L (ie. 250/   )

* Don't forget to select "ECON" passing through 10,000'

Plan to touch down between 1,000 and 1,500 ft from the landing threshold on the centerline and always within the Touchdown Zone(TDZ). 


(Fly By ops pub., March 2021 "A Runway made shorter")

• - first 3,000 feet,
• - first 1/3 of the usable length (from 10-9A pg.), or
• - 1,500 feet plus the stopping margin (from PWB data).

(Fly By ops pub., March 2021 "A Runway made shorter")

- If the fix IS the active waypoint, you must place the lower APPROACH fix immediately below the identicle upper STAR fix.

- If the fix is NOT the active waypoint, you may place the lower fix on the identical upper fix, or just below it.

(FRM 11.113, 11.114)