*SWA 2020 Comp Check Questions (Operational Policies and Procedures)

Observe/Demonstrate knowledge and proper flight planning for the MAX8 Ozone Exposure Limitation charts

AOM (MAX) 3.17 & 18.3/ RBD 18-026 o RBD 18-026 Southwest Airlines B737 MAX8 aircraft do not contain ozone converters and must limit flight altitude in order to maintain the aircraft cabin ozone levels within acceptable limits. Altitude limitations for ozone exposure are located in AOM 18.3 B737 MAX8 Ozone Exposure Limitations. o AOM (MAX) 3.17 (AFM L) Aircraft cabin ozone concentration during flight must not exceed ozone concentration stated in the Federal Aviation Regulations. An aircraft that is not equipped with ozone converters must limit flight altitude in order to maintain the aircraft cabin ozone levels within acceptable limits. o AOM (MAX) 18.3Altitude Limitations Due to Ozone Exposure ▪ Use the following process to determine altitude limits due to ozone exposure: • 1. Pick the region(s) covered by a flight route and use the appropriate regional table(s). • 2. If the flight is less than four hours, including climb and descent, the Maximum Flight Level table may be used to determine the proper limits. For longer flights, the table(s) for Maximum Flight Level for Interval of 3 Hours or More should be used. • 3. Pick the hemisphere (i.e., northern, southern) and the month. • 4. Read across the latitudes to determine the maximum flight altitude to be observed at each latitude in the planned flight route. • 5. Data is presented in 5° increments; interpolate as needed. • Note: For month/latitude combinations where no flight level is listed, no altitude limitation due to ozone exposure is required. o RBD 18-026 B737MAX AOM Table 18.1 through Table 18.4 apply to the Southwest Airlines route structure: ▪ Table 18.1 and Table 18.3 provide the Maximum Flight Level for flight times less than four hours (including climb and descent). Table 18.1 and Table 18.3 limits are not restrictive for current operations. ▪ Table 18.2 and Table 18.4 provide the Maximum Flight Level for flight times four hours or more (including 30 minutes climb, three hours at flight level, and 30 minutes descent). Table 18.2 and Table 18.4 limit Maximum Flight Level during the months of February - May for current operations. o Dispatch Action ▪ Review B737MAX8 AOM Table 18.2 (Western North America) and Table 18.4 (Eastern North America) when all of the following conditions exist: • Aircraft: B737 MAX8 • Month: February - May • ETE: Four hours or more (30 minutes climb, three hours at flight level and 30 minutes descent) • Route: Any segment of flight planned at latitudes north of 40°N latitude ▪ If Table 18.2 or Table 18.4 indicates a Maximum Flight Level: • Limit SWIFT flight planned altitude to comply with Table 18.2 or Table 18.4 as appropriate ➢ Note: Flight altitude does not need to be limited for any portion of the route operating south of 40°N latitude. • Add a remark to the Dispatch Release stating: MAX ALTITUDE PLANNED TO COMPLY WITH B737 MAX8 OZONE EXPOSURE LIMITATIONS o Ambient ozone concentrations depicted in Fusion are advisory only and are not to be used to limit altitude or route. Ambient ozone concentrations do not consider the concentration of ozone within the airplane cabin. o The map below depicts latitude and longitude areas corresponding to B737MAX AOM 18.3 MAX8 Ozone Exposure Limitations Table 18.1 through Table 18.4.

Be able to determine wind limitations for landing. (6-Dry, 5-Good, 3-Medium)

AOM 3.2.7 o 6- DRY Max steady XWIND - 35KT (25KT Narrow Rwy) / Peak Gust TW- 10KT (15 KT for takeoff and landing from SJO/MROC only.) o 5- GOOD Max steady XWIND - 35KT (25KT Narrow Rwy) / Peak Gust TW- 10KT (15 KT for takeoff and landing from SJO/MROC only.) o 3- MEDIUM Max steady XWIND - 15KT / Peak Gust TW- 10KT (15 KT for takeoff and landing from SJO/MROC only.) 1. Narrow runway limit less than 45 m (147.6 ft) down to and including 30 m (98.4 ft). ▪ 2. 15 kt for takeoff and landing from SJO/MROC only. ▪ 3. For takeoff only. ▪ Note: Sideslip only landings (no crab) are not recommended when crosswind component exceeds 15 kt.

What are the crosswind limits for takeoff based on the following: 5-Good, & 3- Medium? (MAX & NG)

AOM 3.2.7 & 9.2.7 o NG and MAX ▪ 5-Good = 25kt steady crosswind limitation* ▪ 3-Medium = 15kt steady crosswind limitation* *HGS < 500 RVR = 10kt crosswind limitation

List three situations where Company policy restricts aircraft from being dispatched on revenue flights?

DOM 10.1/ FOM 17.1 o The aircraft must remain unpressurized o The landing gear must remain down o All lavatories are inoperative

Demonstrate an effective and continuous NOTAM review process using Fusion and other tools.

DOM 10.10.1 / Dispatch Hangar

When are takeoffs not authorized?

DOM 10.11.2/ FOM 9.1.1 o Weather conditions are below FAA-established minima. o Wind limitations are exceeded. Refer to B737NG AOM 3 Limitations or B737MAX AOM 3 Limitations. o Observations from the flight deck indicate that takeoff cannot be made by following approved procedures. o During night operations when all runway lights are inoperative. Takeoffs may be allowed with partial runway lighting, provided the Captain, with assistance from Dispatch, determines that the remaining lights are adequate for the conditions existing at the time. ▪ Note: FAA-approved temporary lighting may be substituted for portions of normal lights, provided corresponding minima corrections are applied. ▪ Note: Check NOTAMs for runway light outages and/or taxiway/runway closures. Partial runway lighting may not cause the runway to be closed by the airport authority. o Runway contamination limits are exceeded (e.g., water, slush, snow, braking action). Refer to B737NG AOM 3 Limitations or B737MAX AOM 3 Limitations. o Greater than light freezing rain exists at the airport. The precipitation intensity stated in weather reports (e.g., ASOS, ATIS, from weather briefer) or when received from an ATC controller is "moderate" unless it is modified by light (-) or heavy (+). o There are known or probable severe icing conditions. Consider a combination of forecasts, PIREPs, aircraft types, times, locations, and altitudes. No aircraft will be dispatched when, in the opinion of the Captain and/or Dispatcher, icing conditions exist or are anticipated that might adversely affect the safety of the flight. Flights may be dispatched into light to moderate icing conditions only if all deicing equipment for the aircraft is in operable condition. o There is known or probable severe turbulence. Consider a combination of forecasts, TAPS reports, PIREPs, aircraft types, times, locations, and altitudes. o Frost, snow, or ice is adhering to the leading edge devices, any control surface, tab surface, upper wing surface, or winglets. 14 CFR 121.629 prohibits takeoff when snow, ice, or frost is adhering to wings, control surfaces, engine inlets, vents, ports, and other critical surfaces of the aircraft. ▪ Note: Refer to 11.3.1 Concepts and Definitions, The Clean Aircraft Concept for exceptions

Determine correct takeoff minimums for various airports (SID and No SID procedures) using OpSpecs criteria, company policy and current NOTAMS for an airport. (CONT'D)

DOM 10.11.3.1/ FOM 9.2.1 o To determine takeoff minimums at domestic airports, accomplish the following: ▪ 1. Review the clearance to determine if a SID has been assigned for the planned runway. • If no SID is assigned, proceed to Step 2. • If a SID is assigned, proceed to Step 3. ▪ 2. Review the Jeppesen -9/-9A page (Takeoff Minimums and Obstacle Departure Procedures or Diverse Vector Area sections, as applicable) to determine takeoff minimums and/or climb gradient requirements for the planned runway. • If standard takeoff minimums are authorized, then lower than standard takeoff minimums are authorized by OpSpec C078. Comply with the runway-specific climb gradient and proceed to Step 4. • If standard takeoff minimums are not authorized, comply with the runway specific higher than standard takeoff minimums (i.e., ceiling, visibility requirement, climb gradient). Steps are complete. ▪ 3. Review the SID to determine if takeoff minimums are required for the planned runway. • If standard takeoff minimums are authorized, then lower than standard takeoff minimums are authorized by OpSpec C078. Comply with the runway-specific climb gradient and proceed to Step 4. • If standard takeoff minimums are not authorized, comply with the runway specific higher than standard takeoff minimums (i.e., ceiling, visibility requirement, climb gradient). Steps are complete. • If the SID does not list takeoff minimums, then lower than standard takeoff minimums are authorized. Comply with the Jeppesen -9/-9A page climb gradient and proceed to Step 4. ▪ 4. Use Table 10.4 Lower Than Standard Takeoff Visibility Requirements to determine lower than standard takeoff minimums. • Review the weather report to determine the type of visibility reports available and number of reporting RVRs, if applicable. • The availability of lighting and visual aids can be determined by referencing the Jeppesen -9/-9A page. ▪ Note: Reference published NOTAMs for inoperative RVR equipment and visual aids. ▪ Note: Adequate visual reference refers to runway markings or runway lighting that provides the Pilot with adequate visual reference to continuously identify the takeoff surface and maintain directional control throughout the takeoff run.

Determine correct takeoff minimums for various airports (SID and No SID procedures) using OpSpecs criteria, company policy and current NOTAMS for an airport.

DOM 10.11.3/ FOM 9.2 o LOWER THAN STANDARD TAKEOFF MINIMUMS Summary... ▪ Check SID for "Lower than standard" applicability ▪ Ensure at least 2 RVRs reporting • For operations below 1600 RVR (TDZ), ➢ A minimum of two operative RVR reporting systems are required. ➢ All available RVR reports are controlling, except for a Far End RVR report, which is advisory only. • Extremely long runways use four RVR sensors: TDZ, Mid, Rollout, and Far End. When a fourth Far End RVR value is reported, it is not controlling and is not to be used as one of the two required operative RVR systems ▪ Review chart below (Table 10.4) for RVR/Lighting and other requirements ▪ Note Crosswind limitations: • 1600 RVR: The maximum crosswind component is 35 kt (25 kt for narrow runway) • 1200 RVR: The maximum crosswind component is 20 kt. • 1000 RVR: The maximum crosswind component is 20 kt. • 500 RVR: The maximum crosswind component is 20 kt. • 300 RVR: The maximum crosswind component is 10 kt. DOM 10.11.3/ FOM 9.2 o Visibility Reports Based on airport equipment capabilities, visibility reports are provided in one of the following formats: ▪ Runway Visual Range (RVR)—Reported in hundreds of feet and is controlling for runways listed as RVR-controlled on Jeppesen charts. ▪ Runway Visibility Value (RVV)—Reported in miles and fractions of miles for a specified runway. ▪ Prevailing Visibility (PV)—Reported in miles and fractions of miles for an airport and is used for all runways unless a runway is controlled by RVR or RVV. o RVR or RVV reported for one runway cannot be used for another runway. o Standard Takeoff Minimums: The standard takeoff minimums for aircraft with two engines is 5000 RVR or 1 SM. If takeoff minimums are not charted, standard takeoff minimums are authorized by OpSpec C056. ▪ Note: Standard takeoff minimums are authorized for departure from airports not listed in OpSpec C070 for supplemental (charter) operations. o Higher Than Standard Takeoff Minimums: At some airports, obstructions or other factors require higher than standard takeoff minimums and/or IFR departure procedures. When a departure procedure specifies higher takeoff minimums and does not include verbiage indicating that standard or lower than standard takeoff minimums are applicable, the departure procedure takeoff minimums are applicable (including any specified ceiling and climb gradient). ▪ When a SID is not being used for departure and the Jeppesen -9/-9A page does not indicate that standard takeoff minimums apply, then the higher than standard takeoff minimums listed are applicable. o Lower Than Standard Takeoff Minimums: Southwest Airlines is authorized to use lower than standard takeoff minimums per OpSpecs C056 and C078 when the applicability of standard takeoff minimums can be determined. Applicability can be determined by verbiage on the SID or Jeppesen -9/-9A page that indicates standard takeoff minimums apply. Additionally, OpSpec C056 authorizes standard and lower than standard takeoff minimums when there is no takeoff minimum published. o Lower than standard takeoff minimums are authorized for a specific runway, under any of the following conditions: ▪ The SID or Jeppesen -9/-9A page includes any of the following terms and the applicable climb gradient can be met: • - STD • - Standard • - Standard (or lower than standard, if authorized) ▪ A takeoff minimum is not published. o Note: Lower than standard takeoff minimums are authorized for departure from airports not listed in OpSpec C070 for supplemental (charter) operations. o Note: Lower than standard takeoff minimums are not authorized for departure from airports not listed in OpSpec C070 for domestic and flag operations. In this case, the takeoff minimums are as published; when not published, the takeoff minimums are 800- 2, or 900-1 1/2, or 1,000-1, in that order. o Note: The FAA does not publish takeoff minimums that are lower than standard. ▪ Figure 10.48 SID with Standard Verbiage Example ▪ 10.9 Jeppesen 10-9A Page Example o Jeppesen -9/-9A pages may contain lower than standard takeoff minimums guidance derived from OpSpec C078 authorizations and is intended to provide an easy-to-read format for all users. However, the published minimums may not reflect the full reduction available. It is the responsibility of the Pilot and Dispatcher to determine the applicability of Southwest Airlines' OpSpec C078 authorizations. o NOTAMs Affecting Takeoff Minimums: At times, NOTAMs can affect takeoff minimums. When a NOTAM uses the word standard, standard and lower than standard takeoff minimums are applicable if the climb gradient can be met. ▪ Example: !FDC 8/8928 BWI ODP BALTIMORE/WASHINGTON INTL THURGOOD MARSHALL, BALTIMORE, MD. TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES AMDT 10A...TAKEOFF MINIMUMS: RWY 33L, STANDARD WITH MINIMUM CLIMB OF 268 FT PER NM TO 2000. ALL OTHER DATA REMAINS AS PUBLISHED. 1804131306-1811231306EST ▪ In the above example, when not using a SID, a 268 ft per NM to 2,000 ft climb gradient is required for standard takeoff minimums to be applicable. If the climb gradient can be met, standard or lower than standard takeoff minimums are authorized. If the climb gradient cannot be met, then a takeoff on the planned runway is not authorized until the weather improves or aircraft performance can be improved to meet the climb gradient. o Visibility Reports, Lighting and Visual Aids, and Equipment Requirements: Visibility reports are normally provided through ATIS and/or METAR reports. However, in rapidly changing conditions, ATC may be queried to provide the most current visibility reports and/or number of reporting RVR systems. The availability of lighting and visual aids can be determined by referencing the Jeppesen -9/-9A page and current NOTAMs. ▪ Figure 10.50 Lighting and Visual Aids Example ▪ When lower than standard takeoff minimums are authorized, the level of takeoff minimums for a specific runway is determined by the following: • Type of visibility report available • Number of reporting RVR stations • Runway lighting • Runway visual aids (markings) • Ability to comply with the climb gradient, if required ▪ After determining the reported visibility, availability of lighting and visual aids, and aircraft equipment capabilities, use Table 10.4 Lower Than Standard Takeoff Visibility Requirements to determine the authorized level of lower than standard takeoff minimums for the planned runway.

When are landings not authorized?

DOM 10.12.1/ FOM 12.1.1 Reference Card / AOM 3.2.5 o Weather conditions are below FAA-established minima. o Wind limitations are exceeded. Refer to B737CL/NG AOM 3 Limitations or B737MAX AOM 3 Limitations for aircraft wind limitations and considerations. o During night operations when all runway lights (edge and centerline) are inoperative. However, landing is allowed with partial runway lighting if the Captain determines there is adequate lighting to permit a safe landing. ▪ Note: FAA-approved temporary lighting may be substituted for portions of normal lights, provided corresponding minima reductions are applied. o Runway contamination limits are exceeded (e.g., water, slush, snow, braking action). Refer to B737CL/NG AOM 3 Limitations or B737MAX AOM 3 Limitations. o Greater than light freezing rain at the airport. The precipitation intensity stated in weather reports (e.g., ASOS, ATIS, weather briefer) or when received from anATC controller "moderate" unless it is modified by "light (-)" or "heavy (+)." Exceptions to this are ice crystals and hail, which do not receive intensifiers. o Known or probable severe icing conditions. A combination of forecasts, PIREPs, aircraft types, times, locations, and altitudes must be considered. No aircraft will be dispatched, en route operations continued, or a landing attempted when in the opinion of the Captain and/or Dispatcher icing conditions exist or are anticipated, which might adversely affect the safety of the flight. Flights may be dispatched into light to moderate icing conditions only if all anti-icing equipment for the aircraft is in operable condition. o Known or probable severe turbulence. A combination of forecasts, TAPS reports, PIREPs, aircraft types, times, locations, and altitudes must be considered.

Demonstrate legal to launch decision making using either actual or scenario situation's. Apply 3585, NGRVR or METAR dispatching as required.

DOM 10.12.3 & 10.12.5 & 10.12.3.2 & 10.12.4 / FOM 17.1.4 o Flights whose flight plan time (ETE) is more than one hour may be released to an airport that is currently below minimums but is forecasted to be above minimums at the ETA, provided the Dispatcher continuously monitors destination weather reports for observable trends and advises the Flight Deck Crew as necessary. o When the ETE is one hour or less and the latest METAR or SPECI indicates the weather at the destination airport is at or above the authorized minimums, the flight may depart provided both the Captain and Dispatcher have a reasonable expectation that the weather will be at or above the authorized minimums when the flight arrives. The Dispatcher must continuously monitor subsequent destination weather reports and advise the Flight Deck Crew as necessary. ▪ Note: RVR values reported in a METAR, SPECI, or NGRVR (as outlined) may be used provided the RVR value reported is at or above the authorized minimums listed for the runway of intended use. ▪ Note: Regardless of en route time, the use of NGRVR requires that the destination weather forecast at the ETA be at or above authorized landing minimums. ▪ Note: Southwest Airlines is authorized to use the most current Terminal Forecast issued by any vendor listed in the Southwest Airlines OpSpecs. o 3585: To use this exemption, all of the following conditions must apply: ▪ A second alternate airport must be listed in the Dispatch Release when weather conditions at the destination or first alternate airport are forecast, by use of conditional language in the Remarks section of the TAF, to be less than authorized weather minimums for those airports. ▪ With respect to the destination airport. The forecast weather conditions, in the Remarks section of the TAF, must not be less than one-half of the lowest weather minimum visibility value established for the instrument approach procedure expected to be used.With respect to the first alternate airport. The forecast weather conditions, in the Remarks section of the TAF, must not be less than one-half of the lowest alternate weather minimum ceiling and visibility values specified in theOpSpecs for that airport. ▪ With respect to the second alternate airport. The forecast weather conditions, in the main body and the Remarks section of the TAF, must be at or above the lowest alternate weather minimum ceiling and visibility values specified in the OpSpecs for that airport. ▪ With respect to the second alternate airport. The forecast weather conditions, in the main body and the Remarks section of the TAF, must be at or above the lowest alternate weather minimum ceiling and visibility values specified in the OpSpecs for that airport. ▪ Each "BECMG" change indicator in the TAF that is "deteriorating" must be considered valid at the first minute of the becoming period. Each "BECMG" change indicator in the TAF that is "improving" is not valid until the last minute of the becoming period. ▪ The aircraft has enough fuel to fly to the airport to which it is dispatched, thereafter, to fly to and land at the most distant alternate airport, taking into consideration the anticipated ATC routing, and thereafter, to fly for 45 minutes at normal cruising fuel consumption. ▪ While en route, the Captain must ensure by way of air-to-ground communication with Dispatch, that they are receiving the most current weather reports for the destination and alternate airports. This current weather information must be used when making a decision to proceed to an alternate airport for landing. ▪ Note: Exemption 3585 applies to CAT I minimums only. o NGRVR : data obtained through the FAA RVR Monitor using the website http://rvr.fly.faa.gov/ or through SWIFT, provided the following: ▪ NGRVR is only used for flight planning and Dispatch Release for flights with an en route time of 60 minutes or less. ▪ The airport to which the aircraft is dispatched is served by an operating ATC tower. ▪ The runway of intended use is suitable for the type of operation conducted (e.g., braking action, length, wind). ▪ The runway of intended use is served by an approved instrument approach, and the approach minimums contained in that approach are controlled by RVR. ▪ The minimum required RVR sensors are operational and reporting. ▪ All required components of the intended instrument approach are operational. ▪ The runway of intended use has the required minimum runway and approach lighting system. ▪ The latest forecast indicates that the weather will be at or above authorized landing minimums at the estimated time of arrival at the intended destination. Exemption 3585, if applicable, may be used. ▪ The RVR and observable trend data reported in NGRVR indicate that the reported RVR is at or above authorized minimums for the runway of intended use. ▪ At least two authorized alternates are listed in the Dispatch Release, and the forecasted weather at each listed alternate remains at or above prescribed alternate minimums when the aircraft will arrive at the respective alternate airport. ▪ The aircraft has enough fuel to fly to the airport to which it is dispatched, considering any holding fuel that may be required for any potential air traffic delays; to complete an instrument approach and missed approach; to fly to the most distant alternate; and thereafter to fly for 45 minutes at normal cruising fuel consumption. ▪ The Captain and Dispatcher both agree that a reasonable expectation exists that the weather at the estimated time of arrival will be at or above authorized minimums. ▪ The Dispatcher will include initials and the reported NGRVR time used to authorize the flight movement on the Dispatch copy of the Dispatch Release (e.g., NGRVR YIH 1755Z).

What is a DDA, which approaches require it and does it affect how Dispatchers calculate Alternate Minimums?

DOM 10.13.5/ FOM 11.3.4 o Derived Decision Altitude (DDA) is calculated by adding 50 ft to the authorized MDA altitude. There is no level-off at a DDA. During an approach and upon reaching the DDA, a go-around must be executed unless sufficient visual references exist and can be maintained for landing. o The aircraft-demonstrated altitude loss during a go-around is never more than 50 ft. This ensures the aircraft does not descend below the MDA if a missed approach is initiated at the DDA. o 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. o No impact on calculating alternate minimums.

Which RVR are required and controlling for different approach scenarios (i.e. SA CAT I, CAT II, CAT III)

DOM 10.13.8.10/ AOM 11.4.6 o LANDING: The Dispatcher and the Flight Deck Crew Member comply with RVR requirements and minimums as follows: When airport visibility is less than ½ mile, RVR values determine the minimums required to begin an instrument approach. Generally, as the approach minimums decrease, the number of transmissometers required increases. Only RVR reports for the runway of intended landing may be used. See Table below (see Study Guide graphic). ▪ FYI: OpSpec C060 contains special authorization to conduct CAT III approaches with only Touchdown and Rollout transmissometers installed. This OpSpec relief is also indicated in the SIP arrival section or CATIII Nonstandard Approaches table on the Bulletin Record, as appropriate-i.e. BNA.

Southwest Airlines is authorized to use which approach minimums on RNAV (GPS) approaches, what is the lowest RNP value that may be planned when using an RNAV (RNP) approach?

DOM 10.13.9/ AOM 11.6.1-11.6.2 o RNAV (GPS) approaches will be flown to the following minima: ▪ LNAV/VNAV—DA ▪ LNAV—DDA o In Figure 10.63 Example of RNAV (GPS) Minima, the DA for the LNAV/VNAV minima is 1,610 ft MSL. During approach, upon reaching 1,610 ft MSL, a go-around must be initiated unless suitable visual references are established and can be maintained. o In Figure 10.63 Example of RNAV (GPS) Minima, the MDA for LNAV minima is 1,680 ft MSL. Where an MDA is listed, add 50 ft to calculate a DDA. In this example, the DDA is 1,730 ft MSL. Upon reaching 1,730 ft MSL, a go-around must be initiated unless suitable visual references are established and can be maintained. o LP and LPV minima are prohibited. Offline airport charts may have Localizer Performance (LP) or Localizer Performance with vertical guidance (LPV) minima. The use of LP or LPV minima is not authorized. o RNP values for RNAV (RNP) approaches are listed in the minima block. The RNP value for an RNAV (GPS) approach is always 0.30 NM and is not listed in minima block. o Lowest RNP value = .1 AOM 11.6.2 Use the largest RNP value that allows the successful completion of the approach given the reported visibility, ceiling, and RNP Availability Forecast (RAF) (but may use lowest charted value, if needed). ▪ The ceiling is not an approach limitation but should be considered in selecting an appropriate RNP value. Check RAF. o In Figure 11.12 Example of RNAV (RNP) Minima, if Example of RNAV (RNP) Minima, if the reported ceiling is 400 ft, both the RNP 0.10 DA(H) of 1,451 ft and the RNP 0.18 DA(H) of 1,524 ft are sufficient for the reported weather. Enter RNP 0.18 on the LEGS page and use a DA of 1,524 ft. o If the reported ceiling is 500 ft and the RAF indicates at the planned arrival time the lowest available RNP will be 0.20, the Flight Deck Crew must plan the RNP 0.30 DA of 1,629 ft, as it is the only DA that satisfies both the weather and the RAF

Why should a takeoff alternate be the nearest suitable airport? What event does a Takeoff alternate protect?

DOM 10.14.1/ FOM 17.4.1 / QRH o The weather conditions at the departure airport are below non-HGS CAT I landing minimums. ▪ Note: 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). o QRH requires nearest suitable.

When is a destination alternate required?

DOM 10.14.3/ FOM 17.4.3 o 1 hour before and 1 hour after ETA; ceiling is < 2,000 ft above the airport elevation and visibility is < 3 miles. (Unless using 1-1-2 or 1-1-3-see below) o Dispatch lists an alternate airport for the destination when ice, snow, slush, braking action, crosswind conditions, or standing water on the runways may result in the suspension of operations. An airport may not be selected as an alternate for the destination if similar runway conditions at the flight's estimated time of arrival at the alternate airport also may result in the suspension of operations.

What are the requirements to Dispatch a flight using exemption 15466 (1-1-3 and 1-1-2)?

DOM 10.14.3/ FOM 17.4.3 o Note: Exemption 15466 (as amended) may be applied to destinations within the 48 contiguous United States only, including returning international flights dispatched under OpSpec A012. o Note: Exemption 3585 (as amended) may not be used in conjunction with Exemption 15466. o Note: Operations under this exemption are permitted by Dispatchers and PICs, but are not required. o While operating under Exemption 15466, the following additional Pilot reports to Dispatch (via ACARS or radio) are required for either the 1-1-2 Rule or 1-1-3 Rule: ▪ Lateral deviations from the planned route by greater than 100 NM ▪ Vertical deviations from the planned altitude by greater than 4,000 ft ▪ ETA will exceed planned by greater than 15 minutes ▪ Fuel consumption in excess of planned that may have a negative effect on trip fuel requirements ▪ Fuel system component failure or apparent malfunction that may have a negative effect on trip fuel requirements ▪ The flight encounters weather significantly different than forecast, including turbulence ▪ The flight is assigned en route or arrival holding ▪ Unplanned or sustained use of deicing or anti-icing systems causing an increase in fuel consumption over planned o Flight Planning 1-1-2 Rule Limitations ▪ Use of this exemption is prohibited if thunderstorms (TS) are forecasted or reported for at least one hour before and one hour after the estimated time of arrival, to include when listed in PROB or TEMPO conditional portions of the forecast. ▪ The destination airport must have a suitable CAT II or CAT III approach that is available for use. ▪ The aircraft must be CAT II or CAT III capable. ▪ ACARS must be functional. ▪ The Flight Deck Crew must be current and qualified to conduct CAT II and CAT III approaches. ▪ The Dispatch Release must contain remark, "Dispatched under Exemption 15466 1-1- 2 Rule." o 1-1-3 Rule Limitations ▪ Use of this exemption is prohibited if thunderstorms (TS) are forecasted or reported for at least one hour before and one hour after the estimated time of arrival, to include when listed in PROB or TEMPO conditional portions of the forecast. ▪ The destination airport must have at least one operational CAT I ILS approach that is available for use. ▪ The aircraft must be CAT I ILS capable. ▪ ACARS must be functional. ▪ The Flight Deck Crew must be qualified to conduct CAT I approaches. ▪ Note: Exemption 15466 may be used in conjunction with Exemption 5549 (High mins Captains). ▪ The Dispatch Release must contain remark, "Dispatched under Exemption 15466 1-1- 3 Rule."

What must you do if your alternate goes below alternate minimums in flight?

DOM 10.14.3/ FOM 17.4.3 o The Dispatch Release may be amended en route to include any alternate airport that is within the fuel range of the aircraft as specified in 14 CFR Parts 121.639 through 121.647.

Demonstrate deriving alternate minimums for an airport.

DOM 10.14.7/ FOM 17.4.4 o For airports with at least one operational navigation facility add 400/1 o At least 2 operational navigation facilities add 200 / ½ to the highest o Can only use one GPS/RNP approach (including destination) o Non - HGS approaches only o Do not use an alternate airport weather minimum other than any applicable minimum derived from the table above. o In determining alternate airport weather minimums, do not use any published IAP which specifies that alternate airport weather minimums are not authorized. o When determining the usability of a runway, wind (including gusts) must be forecast to be within operating limits, including reduced visibility limits, and should be within the maximum demonstrated crosswind. o All conditional forecast elements below the lowest applicable operating minimums must be taken into account. Additives are applied only to the height value to determine the required ceiling. o When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach minimums must be considered in determining alternate minimums. o For operations outside the United States, because of variations in the international metric weather forecasting standards, 700 m may be used in lieu of 800 m. o Southwest Airlines is not permitted to use credit for alternate minimums based on CAT II or CAT III capability.

What limitations are there for planning alternate minimums using an RNAV approach?

DOM 10.14.7/ FOM 17.4.4 o Use of GPS-based IAP minimums at an alternate airport requires the following: ▪ Any of the following GPS-based IAPs are authorized: RNAV (GPS), RNAV (GNSS), RNAV (GPS) PRM, RNAV (RNP). ▪ The Dispatcher must perform a preflight Receiver Autonomous Integrity Monitoring (RAIM) prediction for the airport where the GPS-based IAP will be flown. The Dispatcher and Pilot must also ensure that the conventional approach (at destination) can be flown without reliance on GPS. The Dispatcher and Pilot must check NOTAMs as part of the preflight planning activities. ▪ B737-700, B737-800, or B737MAX equipment with operative LNAV and VNAV capabilities are used. ▪ A GPS-based IAP may be planned at either destination or alternate (not both). ▪ LNAV MDA(H) or LNAV/VNAV DA(H) are planned as appropriate. ▪ Do not plan lower than 0.30 RNP DA(H) for any RNAV (RNP) IAP at the alternate airport. o Southwest Airlines may use suitable RNAV systems for flight planning at an alternate airport, provided the planned availability of the substitute means of navigation is confirmed (e.g., NOTAMs and RAIM prediction for use of GPS). Southwest Airlines may plan for a conventional approach at the destination and may plan to use a substitute means of navigation based on GPS at the alternate airport, not including substitution for the navaid providing lateral guidance on the final approach segment. For example, GPS substitution of an out-of-service VOR that supports an ILS missed approach procedure at an alternate airport is permitted. ▪ Note: RNAV systems using DME/DME/IRU without GPS position input (e.g., MEL, "GPS Unreliable" NOTAM, or RAIM outage) may only be used as a substitute means of navigation when specifically authorized by NOTAM or other FAA guidance for a specific procedure. The NOTAM or other FAA guidance authorizing the use of DME/DME/IRU also identifies any required DME facilities (i.e., critical DME) based on FAA assessment of the DME navigation infrastructure. o Upon arriving at the destination or alternate airport, Pilots may conduct any appropriate IAP to the lowest authorized landing minimum published on the corresponding approach chart. For example, an RNAV (RNP) approach can be conducted at the destination even if a GPS-based IAP was planned at the alternate.

What alerts must be active in Fusion to protect again exceeding OpSpec A013 limits?

DOM 10.15.3.1 o For any flight planned beyond or accepting a reroute beyond the lateral limits of OpSpec A013 (regardless of aircraft equipage), WSI Fusion displays a Flight Alert stating Intersects User Defined warning box. See Figure below o The alerted User Defined Warnings include five regions beyond the 100/162 NM OpSpec A013 limits and can be displayed as an associated layer titled Admin-published Areas. (Shaded regions in Figure 10.65 WSI Fusion—User-Defined Warnings represent the areas used for alerting). o Note: To operate within any of the Admin-published Areas, the aircraft must have rafts (OW or C2 equipped). o When a WSI Fusion Flight Alert indicates a flight Intersects User Defined warning box: ▪ Verify the aircraft is equipped with rafts. ▪ Note: AC EQUIP - ELT / RAFTS appears as a Dispatch Release Remark for all aircraft equipped with rafts. ▪ For an aircraft equipped with rafts, no further action is required. ▪ For aircraft not equipped with rafts, alert the Flight Deck Crew that the current route or reroute exceeds Overwater Operations OpSpec A013 limits.

What are Company Optimized Routes and COR Scenarios? What benefit do they provide and how are these routes identified?

DOM 10.15.4 o When Company Optimized Routes (COR) are activated for a specific city pair, the Jeppesen Flight Planning Engine automatically returns the route with the best fuel burn from a list of Company and Scenario routes designated for that city pair based on winds aloft. o COR considers the following routes: ▪ Company routes designated as 40s/50s/60s (e.g., RT/BWILAX40-49/50-59/60-69). ▪ Scenario routes, which are unnamed routes, are created from partial route strings containing pitch and catch points and/or specific arrival/departure transitions in the Jeppesen database. The portion of the route between pitch and catch points is optimized based on winds aloft (e.g., KIND ROCKY1 SPI SINNN SITEE3 KLAS—Route is optimized between SPI and SINNN). See figure below: (see Study Guide for graphic). o DOM 10.15.4.1 COR: When COR is turned on for a specific city pair: ▪ The User Def button is selected in Monitor ▪ RT/ALL GP=-NONR appears in route command line ▪ Mission type defaults to None ▪ A flight plan is generated by using the swipe feature in Sector Analysis or by clicking Plan on the Flight Planning/Release screen. ▪ When a flight plan is returned with a Company route, the Stored Rte button is activated, the route name appears next to mission type, and the mission type is set according to the route ▪ The route name appears above route on the Dispatch Release. o DOM 10.15.4.1 Scenario: When a flight plan is returned with a route that was created from a scenario, the User Def tab is displayed and RT/ALL GP=-NONR appears next to the C1 mission type (refer to Figure 10.70 COR Scenario). Note: Scenarios are not visible to the Dispatcher. They are only visible to those who have access to the Jeppesen database. o Dispatch Hangar: SWIFT was NOT programmed to alert for Runway specific COR routes nor Scenario routes. Runway specific city pairs are identified in the Dispatch Hangar Desk Profile. ▪ Runwy specific airports are identified with a BOLD font. ▪ Scenario city pairs are identified with a red font.

What procedures need to be followed when dispatching on COR routes that also includes Tanker fuel?

DOM 10.15.4.2 o There could be a potential issue when the plan is close to the structural or performance-limited landing weight. o To ensure SWIFT plans the most efficient COR route for a flight suggesting tanker fuel, remove tanker fuel when within 3,000 lb of the landing limited weight, replan the flight, and let COR process normally. Once a COR route is chosen, the Dispatcher can add back any tanker fuel complying with standard tanker policies. o There are no alerts programmed in SWIFT to notify you of issues. ▪ COR Routes for a desk are identified in the Dispatch Hangar along with a reminder for the Tanker issue: (see Study Guide for graphic).

Demonstrate how to profile an altitude in SWIFT.

DOM 10.16.1 o Use the Altd Restr (altitude restriction) tab as follows: ▪ 1. Click the Altd Restr tab to add or remove a restriction. ▪ 2. Enter the appropriate information in the MinFlv (minimum flight level), MaxFlv (maximum flight level), and To Chkpt (to checkpoint) fields. ▪ 3. Click Apply to tunnel, cap, change, or restrict flight altitudes.

What altitudes are included in RVSM airspace and which should be planned going east or west?

DOM 10.16.4/ FOM 10.3.4 o FL290-410, inclusive o Eastbound - ODD; Westbound - EVEN

What are some reasons to for a Dispatcher to suspend operations at an airport?

DOM 10.2.2/ FOM 17.1.4 o Weather minima o NOTAMs o Crosswind and/or tailwind components o Field conditions and braking action reports o Instrument approach procedures (IAPs) available o Inoperative navaids o Predicted loss of RNP availability o Adverse turbulence and/or icing in the terminal area o Station deicing capability o Impaired public access to the airport o If ARFF coverage does not exist or has been temporarily removed from an airport (DOM 10.2.5)

What is the Flight number range for a maintenance ferry flight (operating under a Special Flight Permit)?

DOM 10.2.6/ FOM 17.7.11 o 8700-8724, Sequential, repeating daily

Demonstrate correct Variable Cost index procedures. When should a lower CI speed be selected and what becomes the target arrival time?

DOM 10.2.8.1 o Flights are grouped into two categories to simplify the Variable Cost Index (VCI) process: ▪ Early—Greater than 10 minutes prior to the scheduled arrival time. ▪ On-time—Between 10 minutes prior to the scheduled arrival time and the actual scheduled arrival time. o The following should be taken into consideration when determining the appropriate CI selection: ▪ Is the flight currently delayed? ▪ Are there conditions at the departure or arrival airport that may significantly impact taxi-out or taxi-in times? ▪ Are there weather, ATC, or airport surface conditions that may potentially delay the arrival of the aircraft? o Guidance for selecting CI speeds: ▪ Flights arriving on-time and up to 10 minutes early—Use default CI30 for MAX or CI40 for NG ▪ Flights arriving greater than 10 minutes early—Use CI5 through CI30. Adjusted CI target arrival is approximately seven minutes early. ▪ Flights greater than 20 minutes late—For flights in the evening that will not make up enough time to arrive within 14 minutes of schedule, consider slower CI values to save fuel. Coordinate with the SOD to ensure speed reduction does not impact other operational considerations (e.g., swaps, curfews, passenger connections) or create a Crew legality issue.

When is a flight lock recommend, when is it required?

DOM 10.21 + o DOM 10.21 May be locked for ▪ WX brief ▪ Fuel issue ▪ ATC ▪ Other (situations / examples not listed in DOM: prior to FCF briefing, add/remove DMIs after Release is sent; prior to SSOR flight briefing, anytime when needed to prevent a Pilot from receiving performance for the flight; etc) o DOM 7.7.4 Maintenance ferry o DOM 9.3.2 VIP and Special Events at Destination Airport o DOM 9.10.3 MAX W/B (until CA confirms correct fuel load onboard) o DOM 10.2.2 Restriction or Suspension of Operation (including Ops Binder 4.12 National Airspace Closure) o DOM 16.6 Emergency Events at NOC: Fire, Bomb Threats (lock active flights and release on a case-by-case basis) o DOM Bulletin 18-23 / DOM 19.5 SNA Curfew (and other delayed flights with curfew limitations) o DOM 19.5 Flights to KPAE from KSEA or KBFI arriving at KPAE between the end of evening civil twilight to the beginning of morning civil twilight. o DOM 19.5 TUS When forecast or anticipated conditions (e.g., forecast crosswind limits exceeded for Runway 11L/29R or Runway 11L/29R closed) at the estimated time of arrival require the use of Runway 03/21. o DOM 21.1.3 Aircraft Out of Service Verification Procedure: If a weight and balance change notification is received via the Dispatch OEW [email protected] email distribution group, if an unsuccessful validation notification is received, or if an automatic update failure email notification is received. o RBD 19-.21: VCV when RWY 17/35 is unavailable

How can the Dispatcher determine what type of GPS is installed on the aircraft?

DOM 10.3.1.1 o Three different variants of GPS receivers are installed on Southwest Airlines aircraft for use as a position source. All three variants meet performance requirements, to varying degrees, when adequate numbers of GPS satellites are in view. To view the type of GPS receiver installed on an aircraft, refer to the ADS-B Equip column of the Aircraft List in SWIFT.

What tool does the Dispatcher use to determine if the required RNP is available to execute an RNAV instrument approach?

DOM 10.5 / Fusion o Southwest Airlines uses RAF calculation services from Jeppesen/DW International. RAF may be accessed through SWIFT Weather Brief Tool via the Combo or RAF Tab. o Also in Fusion: (Company tab / RAF)

At what RNP level are en route RAIM predictions based on.

DOM 10.5.1 o En route RAIM prediction is computed at Terminal (RNP1) level. Verify IAP RNP availability using RAF.

What are the three possible outcomes of the en route RAIM prediction?

DOM 10.5.1 o No RAIM outage o Predicted RAIM outage times o Normal GPS RAIM check not available

If an en route RAIM outage is indicated, where does the Dispatcher find the time of the outage?

DOM 10.5.1 o RAIM Outage Times section of the Dispatch Release.

How is a failed en route RAIM prediction indicated in SWIFT?

DOM 10.5.1 o The SWIFT Monitor flight plan data for the affected flight(s) is shown in yellow and the time period(s) of predicted outage(s) is shown in the RAIM Outage Times section of the Dispatch Release o SWIFT also generates a pop-up alert

Which type of airways always require operational GPS?

DOM 10.5.2 / IFOM 2.2.6 o RNAV routes: Q Routes and Y routes

Which types of GPS receiver(s) require a satisfactory ADS-B preflight prediction?

DOM 10.6.1 o A satisfactory ADS-B availability check is required for all SA-On equipped aircraft prior to operation in ADS-B airspace

What action(s) is required of the Dispatcher if the ADS-B preflight prediction results in: FAIL - ALTERNATE SURVEILLANCE IS NOT AVAILABLE?

DOM 10.6.2 o Evaluate change in route. Verify amended route meets ADS-B requirements. o Revise ETD to a time when ADS-B requirements are met.

How is a failed ADS-B preflight prediction indicated in SWIFT?

DOM 10.6.2 o The SWIFT Monitor flight plan data for the affected flight is shown in yellow and corresponding message is placed on the Dispatch Release. o SWIFT generates a pop-up alert for the following conditions: ▪ Dispatcher displays a flight in the Flight Planning/Release screen that contains an ADS-B preflight prediction failure. Attempting to send a Dispatch Release with a failed ADS-B check results in a pop-up error in SWIFT. • NOTE: SWIFT disables send/file functionality when this error is present.

Demonstrate use of secondary ADS-B preflight prediction tools in the event of a system error or timeout result from the ADS-B preflight prediction check.

DOM 10.7.1 o Access the Spacekeys Web UI and Login to website using login/password in Dispatch Hangar or SWALife Dispatch Hangar Library > Backup Ooerations > GPS RAIM and ADS-B Preflight OR SWALife>My Work>NOC>Main>Quick Hits>GPS RAIM and ADS-B Preflight Prediction Tools>SpaceKeys Web UI o Click the arrow icon on left side of window to open the Ad-Hoc RAIM request screen o Click the Route tab at the top of the screen. o Complete the following fields: ▪ ICAO Flightplan—Insert the ICAO flight plan. ▪ Departure Time—The departure date and time are automatically completed from the flight plan. ▪ Start offset—Set to -15 (15 minutes prior to proposed departure time). ▪ Period—Set to 5 (provides RAIM prediction intervals of 5 minutes). ▪ Count—Set to 10 (ten predictions at five minute intervals provides a window of 45 minutes, beginning 15 minutes prior to scheduled departure). ▪ Aircraft/Receiver—Enter aircraft/receiver type (e.g., SA-On, SBAS). ▪ Note: Refer to SWIFT Aircraft List ADS-B Equip column to determine GPS receiver type used for the Spacekeys Aircraft/Receiver field. ▪ RNP/IL Departure—Set RNP to Terminal (RNP 1). ▪ RNP/IL Arrival—Set RNP to Terminal (RNP 1). ▪ RNP/IL Enroute—Set to RNP 2. ▪ Flight Level—Flight level is automatically completed from the ICAO flight plan. ▪ ADS-B Check—Determine aircraft installed GPS receiver type. Refer to SWIFT Aircraft List ADS-B Equip Column. If SA-On, set to FAA ADS-B. If other than SA-On, set this to none. ▪ Note: If only checking RAIM, set this to none. o Click Calculate. o Consolidated results for both ADS-B and en route RAIM checks are displayed to the right of the flight plan entry fields. ▪ RAIM Prediction Results Explanation ▪ 1. ICAO flight plan ▪ 2. Prediction parameters ▪ 3. Range of estimated departure times based on start offset, period, and count ▪ 4. Points along route from flight plan ▪ 5. RAIM and ADS-B outage time fields; when blank, indicates no predicted RAIM or ADS-B outages at point based on estimated time of departure ▪ RAIM or ADS-B outages indicated on the grid display as time periods that correspond to segments where outages occur. ▪ Additionally, the route display indicates RAIM and ADS-B availability for each segment of the route. Green segments indicate RAIM and ADS-B availability, red segments indicate a loss of RAIM or ADS-B coverage. ▪ Procedures For a Spacekeys Web UI Failed Check require additional steps which are found in DOM 10.7.1.

Under what condition is the requirement to conduct an ADS-B preflight prediction check suspended?

DOM 10.8 o SAPT (FAA Service Availability Prediction Tool) Outage- The FAA intends for SAPT to be continuously available. The FAA will issue a NOTAM in the event of SAPT outage. If SAPT is needed and a NOTAM for SAPT outage is published, the preflight predication check requirement is waived for the duration of the outage.

What Runway condition coded (RCC) should be expected when landing with 30% of the runway covered with 1/4 inch compacted snow and an OAT of -5c?

DOM 10.9/ FOM 12.2.5/ Runway Condition Reference Card o 3- Medium See Figure below: (see Study Guide for graphic).

Dispatch releases should be sent to the station at least how far in advance?

DOM 12.2 & 12.3/ FOM 17.7.8 DOM 12.3/ FOM 17.7.6 o Dispatch plans to send each release to the originating station approximately 90 minutes prior to the estimated departure time but no later than 30 minutes prior to departure. o The Dispatch Release expires when the aircraft lands

What are the required elements of a SWA dispatch release?

DOM 12.5/ FOM 17.7.1 o Identification number of the aircraft o Flight number o Departure airport, destination airports, and alternate airports o A statement of the type of operation (e.g., IFR) o Minimum fuel required o Maximum allowable takeoff gross weight (not required by CFR) o Dispatcher's name and date o The Dispatch Release must contain, or have attached to it, weather reports, available weather forecasts, or a combination thereof for the destination airport and alternate airports that are the latest available at the time the Dispatch Release is signed by the Captain and Dispatcher

Observe/Demonstrate PWB Release Amendment procedures for a Flight that has added a performance limiting MEL after pushback from the gate

DOM 12.6.1.1 o Select New Revision. o Calculate a new Dispatch Release using either Apply or Plan. o WARNING: Flight plans and runway performance must be recalculated by selecting Apply or Plan. The newly calculated Dispatch Release will include a new Jepp Plan number. o Note: The newly calculated Dispatch Release will include a new Jepp Plan number from the previous Dispatch Release. o Add the following to the Remarks section of the new Dispatch Release revision: ▪ REVISION AMENDS PREV RLSE FOR ??? ▪ ATOG XXX.X (Even if there are no changes from the previous release) ▪ JEPP #NNNN (The Jepp Plan # from the newly calculated and executed Dispatch Release version) ▪ HHMMZ (Dispatcher initials and time of record) o Select SEND/FILE ▪ Note: In this case, the newly-executed Dispatch Release is considered an amendment to the previous Dispatch Release. o Provide the Flight Deck Crew the information above as an amendment to their copy of the Dispatch Release. o The Dispatcher and Flight Deck Crew verify the actual takeoff weight does not exceed ATOG provided in the amendment. o The Dispatcher contacts the Operations Coordinator (at Station Operations or Command Center) and ensures the new Dispatch Release revision is printed and included with the signed copy of the previous Dispatch Release. o The new Dispatch Release revision does not need to be signed by the Flight Deck Crew, nor does it need to be physically carried to the destination.

What are the required items needed for a proper change of destination amendment?

DOM 12.6.3/ FOM 17.7.5 o Except in an emergency, prior to changing the destination or alternate in the original Dispatch Release while en route, the appropriate requirements of 14 CFR Parts 121.593 through 121.661 and 121.173 must be met at the time of the amendment. o Although the aircraft is in flight, prior to changing the destination or alternate, any existing MEL items must be considered (e.g., anti-skid) o Include New Destination, Alternate(s) and alternate burns- if needed, Required Min Fuel, FOB, Dispatch Landing Wt, Time, Initials. o The Dispatcher must provide the Flight Deck Crew with all available current information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight and must ensure that Dispatch landing performance is not exceeded.

When amending a release to add a destination alternate what are the required items for the amendment?

DOM 12.6.3/ FOM 17.7.5 o Include Alternate, Alternate Burn, FOB, Time, Initials o The alternate listed on the release may be amended provided both of the following apply: ▪ The amended (new) alternate is forecasted to be at or above alternate minimums. ▪ The aircraft has enough fuel remaining to fly to the intended destination airport, continue to the amended (new) alternate, and thereafter for 45 min at normal cruise. ▪ The new alternate airport must be authorized for that aircraft type. Any airport listed in OpSpec C070, may be used as a new alternate. o The Dispatcher must provide the Flight Deck Crew with all available current information on airport conditions and irregularities of navigation facilities that may affect the safety of the flight.

Demonstrate dFDP aircraft performance for takeoff using the Weight and Balance Mode as if it was a charter flight.

DOM 13.11.1.2 / Dispatch Hangar> Library >Charters >Job Aids (Military, Football, Commercial) Note: Just use any flight in SWIFT that has already been completed, or currently enroute and pretend it is the charter flight. o Complete inputs using data from the previous flight's Weight and Balance Report (offline diversion) or as provided by the Operations Agent/Flight Crew (charter). o If the flight is a military or charter flight using non-standard weights, passenger count entry is required in both the CREW & PASSENGERS and WB LOAD sections of the dFDP. In addition, the actual weight of the Non-Std passengers is required in the Wt field of the WB LOAD. Figure 13.34 Entering Pax in dFDP Using Non-Std Pax Weights shows 137 total passengers with 80 Non-Standard Passengers plus the total actual non-standard passenger weight provided by the Operations Agent. o Input the actual fuel on board (FOB) provided by the Flight Crew or Operations Agent. If other fuel information is provided, these entries may be completed. o Complete the commodities information (baggage and cargo) using data from the previous flight's Weight and Balance Report (offline diversion) or as provided by the Operations Agent/Flight Crew (charter). ▪ Note: For military or charter flights using non-standard weights, the Operations Agent or Flight Crew will provide actual weights for each bin instead of standard or heavy average weight bag counts. In these cases, enter zero (0) for each "STD" field and enter the actual weights for each bin in the respective "CARGO" field. o Once the Weight & Balance section is completed, select Calculate. The output will look identical to the flight deck example shown previously.

Observe/Demonstrate how to perform a significant reroute inflight and the proper communication and/or correct release amendments required.

DOM 14.3 & 14.3.1/ FOM 17.3.2 o DOM 14.3 A significantly revised filed route is a reroute that results in an en route delay in excess of 15 minutes. In all other questionable situations concerning the flight plan, contact Flight Dispatch. ▪ Aircraft on ground—If the reroute is significant, the Captain contacts Dispatch prior to the takeoff roll. ▪ Aircraft en route—If the reroute is significant and work duties permit, the Captain promptly contacts Dispatch o DOM 14.3.1 After a Dispatch Release has been executed through SEND/FILE, a Reroute Planning tab displays at the bottom of the flight planning worksheet. The Reroute Planning tab is used for planning reroutes primarily after takeoff. o Significant reroute: ENROUTE DOM 14.3.1 /OTHER TRAINING ▪ Send and Review Howgozit msg in ACARs for FOB ▪ Select Reroute Plan tab; ▪ Input Starting point by selecting lat/long button (or enter waypoint) • Lat/Lon—Selecting this option and leaving the associated boxes blank will attempt to use the aircraft's current lat/long from SWIFT tables and populate the latitude and longitude in degrees and minutes when Request is clicked. If SWIFT is unable to determine the aircraft's current Lat/Lon, or if the Dispatcher wants to manually enter a Lat/Lon, use the following format to fill in the associated three boxes for Latitude and three boxes for Longitude: • Waypoint—Enter the nearest waypoint or navaid from the flight's current position. Note: Within the contiguous U.S., High VOR(H)s and waypoints usually work well as inputs. Selecting low waypoints and navaids may result in an invalid input error. All Class II waypoints are valid inputs. ▪ If applicable - Enter the planned destination airport in the Destination box. This box pre-populates with the planned destination for the flight. Override this field if diverting to another airport. • Note: If the diversion station is not an arrival station in the Sector Analysis, select the Rwy Perf tab and enter arrival station information to calculate the reroute plan; otherwise, the reroute plan will not calculate. ▪ Enter an initial flight level into the Init. FL box in 100s of feet (e.g., if starting at FL 350, enter 350) ▪ If needed, Enter a time in the future into the Time box to begin the reroute. This value defaults to 10 minutes into the future. A future time is required for the system to apply forecast winds aloft. If the time entered is in the past, the flight plan calculation will not compute. ▪ Enter the estimated or actual payload into the Payload box. This box defaults to the planned payload from the original Dispatch Release. ▪ Enter the current fuel onboard into the FOB box without the decimal point (e.g., if the flight currently reports 15.1, enter 151). ▪ Select an appropriate cruise profile from the dropdown menu: ● AUTO (default) ● 1LE (one less engine) ▪ Select an appropriate forecast winds aloft model from the Winds dropdown menu: "GRIB" (default) ▪ Input reroute. Select the appropriate radio button from the route selection choices. The button populates the Route window with the selected route. • ASDI—Current route entered into the FAA Air Traffic Control computer system. This usually includes the most updated route information. • Filed (default)—The route filed on the original Dispatch Release. • Stored—Use the blue Routes button to select a Company-stored route for the original city pair. • User Def—Does not populate the route window. Enter the actual reroute into the route box. When entering a user-defined route, do not enter the starting point. Enter the next waypoint or fix beyond the starting point. (add single dash (-) in front of route) • If applicable, click the Altd Restr tab and enter the altitude profile • Complete and review RWY Analysis ▪ Select "Request" to calculate info. ▪ Review MEL restrictions if applicable ▪ Review route ▪ Review 'required min' and 'surplus' fuel and consider psbl DISP ADD as needed/appropriate ▪ Select "Save" to save (can request/save multiple scenarios) ▪ Send information via Green Screen (make appropriate changes as needed: Add FL, FOB and FOD; Add Disp Add fuel if needed, Confirm MIN REQD fuel (adjust if applicable), etc ... SEND ▪ Amend Release with info sent via Green Screen/ include FOB ▪ Advise SOD/Crew Scheduling if reroute adds additional time to the route which could affect their duty day/block time limitations for down-line flights. DOM 8.1: Coordination and communication between Pilot, Dispatcher, Sector SOD, and Crew Scheduling are necessary to ensure compliance of flight and duty limitations and rest requirements.

What must be amended to the Dispatch Release following a divert notification from the Flight Crew?

DOM 14.5/ FOM 17.9 o When it becomes necessary for a flight to proceed to an alternate airport, the Flight Deck Crew notifies Dispatch via the ACARS Diversion Report page or Company radio. o The Dispatcher notes the fuel onboard and the time of the diversion on the Dispatch copy of the Release. The following standard format is used: DVRT ALT CRP FOB 7.8 1154z YIH. o Dispatch coordinates the operation with the appropriate personnel at the alternate airport. Additionally, Dispatch coordinates any irregular flight operations with affected Company personnel.

Observe/Demonstrate how to generate and send a Diversion Plan

DOM 14.5/ FOM 17.9/ ACARS o ACARs Procedure - After receiving notification that the flight has entered holding, the Dispatcher acknowledges the message and prepares a diversion plan, when applicable. The Dispatcher then sends the message to the Captain. (Diversion template available in ACARs) o Radio Procedure - "If unable to reach the final approach fix with ______ pounds fuel onboard; proceed to ______ (alternate). Current weather at ______ is ______." (Do not use terminology "Bingo fuel") ▪ When time is of greater importance than fuel: If unable to reach the final approach fix by ______ (UTC), proceed to ______ (alternate). Current weather at ______ is ______.

When must a Domestic flight start returning to the gate to avoid possible fines? Who should be contacted by the Dispatcher for all TARMAC delay events?

DOM 14.6- 14.6.4/ FOM 21.3 DOM 14.6 / NOC -016 Checklist o 14.6.3 At 120 minutes: Coordinate a return to gate or other Passenger deplane option with the SOD and Chief Dispatcher. The intent is to begin the return to the gate or be airborne at 150 minutes. Network Director has authority to exceed 150 minutes up to 180 minutes. o 14.6.2 The Network Director may authorize exceeding the 2.5-hour (150-minute) limit. The Vice President NOC or Senior Director Regulatory Programs & Compliance/Director of Operations may authorize exceeding the following time limits: ▪ 3 hours (180 minutes) for a domestic flight ▪ 4 hours (240 minutes) for an international flight o 14.6.2 The 3-hour (180-minute) limit for domestic delays or the 4-hour (240 minute) limit for international delays must not be exceeded unless the Captain, in coordination with Dispatch, the Vice President NOC, or the Senior Director Regulatory Programs & Compliance/Director of Operations, determines one of the following: ▪ There is a safety-related issue. ▪ There is a security-related issue. ▪ ATC advises that returning to the gate or deplaning at an alternate site would significantly disrupt airport operations. o DOM 14.6 Frequent communication among Network Operations Control, stations, aircraft, and, most importantly, with Customers, is essential during any tarmac delay. NOC/Dispatch also uses the Event Notification System (ENS) to document when these requirements are met. o DOM 14.6 The Dispatcher responsibilities include the following: ▪ Communicating with the Flight Deck Crew during any extended ground event. ▪ Establishing the position of the aircraft. ▪ Assessing the situation and any needed action. o NOC -016 Checklist When a tarmac delay lasts 2 hours or more, email the completed checklist to NOCTarmacDelays-DG. o DOM 8.1: Coordination and communication between Pilot, Dispatcher, Sector SOD, and Crew Scheduling are necessary to ensure compliance of flight and duty limitations and rest requirements.

What actions are required by the Dispatcher at the 90, 120, 150, and 180 minute marks of the revised TARMAC delay checklist?

DOM 14.6.3/ NOC-016 Dispatch Tarmac Delay Checklist o DOM 14.6.2 The goal for departing flights is for the aircraft to be airborne or begin to return to the gate or another suitable disembarkation point at the 2.5-hour (150- minute) limit. ▪ The goal for arriving flights is for the aircraft to be at the gate or another suitable disembarkation point at the 2.5-hour (150-minute) limit. ▪ The goal for arriving flights is for the aircraft to be at the gate or another suitable disembarkation point at the 2.5-hour (150-minute) limit. o DOM 14.6.4 When a tarmac delay (offline departure or offline arrival) exceeds 60 minutes after the door is closed or the aircraft touches down or when a tarmac delay (online departure or online arrival) exceeds 90 minutes after the door is closed or the aircraft touches down, the Dispatcher and Regional SOD must follow and complete the NOC-016 Dispatch Tarmac Delay Checklist. ... The checklist starts at the 60-minute limit and progresses in 30-minute increments to the end of the tarmac delay. When a tarmac delay lasts 2 hours or more, email the completed checklist to NOCTarmacDelays-DG. o :90 = Send ACARS reminder to Flight Deck Crew regarding food and beverage service, 15-minute updates to Passengers, and lavatories. Ask for an acknowledgement from the Flight Deck Crew that these items are completed. Refer Flight Deck Crew to FOM 21.3 Tarmac Delay Contingency Plan. Record time of acknowledgement on this form. o :120 = Coordinate a return to gate or other Passenger deplane option with the SOD and Chief Dispatcher. If unlikely to be airborne by 150 minutes, immediate gate return is required unless Network Director authorizes exceeding 150 minutes. o :150 = Start return to gate by 150 minutes or advise SOD that aircraft has communicated intent to return to the gate with ATC at 150-minute limit. o :180 = Complete IR. (SOD submits an ENS follow up report)

What is the primary form of communication between the Dispatcher and Flight Crew?

DOM 15.1/ FOM 16.1.1 o ACARS

Which frequency should the Flight Crew be monitoring if ACARS is deferred or they experience an ACARS NO COMM situation?

DOM 15.4.4/ FOM 16.2.10 o Flight Deck Crew monitors the appropriate ARINC frequency on the VHF #2 o If unable to contact ARINC, the Company radio network may be used for required voice communications with the flight.

Below what altitude is the ACARS chime inhibited in the cockpit?

DOM 15.4/ FOM 16.1.2 o FL230

• Demonstrate VHF radio communication with a flight using either SWA Enroute Radio or Arinc.

DOM 15.6 o DOM 15.6 The procedures for requesting a HF or VHF phone patch are essentially the same. In both cases, Dispatchers will contact the appropriate ARINC site using the speed dial button in Avtec. ▪ SFO ARINC: VHF phone patches within the continental U.S ▪ NY ARINC: VHF and HF phone patches throughout the Gulf of Mexico, Mexico, Caribbean Sea, and the Western Atlantic Ocean o When a Dispatcher requests a phone patch, Dispatch must contact ARINC and provide the radio operator the following information to ensure contact with the correct flight: ▪ Aircraft call sign ▪ Approximate position ▪ Aircraft SELCAL code (if available) o In some instances, the ARINC radio operator may advise that he will call back to Southwest Airlines Dispatch (via the Regional SOD phone number) once he has established communication with the flight. A phone patch ties up an entire radio station frequency and may be publicly heard by any other flights on the same frequency. Proper decorum and radio etiquette should always be maintained during a phone patch. It is also essential the length of each communication be held to an absolute minimum. During a phone patch, if it becomes necessary to obtain additional information not readily available, release the circuit back to the radio operator until the needed data has been secured. o All ARINC phone patches are recorded and stored at ARINC's communication center in Livermore, CA. Southwest Airlines may request a recorded copy and/or a transcript of any phone patch communication between Dispatch and any flight. o Phone patches may be requested through ARINC for voice communications both inside and outside of the continental U.S. where company radio is unavailable. ARINC Very High Frequency (VHF) coverage is available above FL 200 throughout the United States and Puerto Rico. VHF coverage is also available in the Caribbean Sea between Florida and Puerto Rico. o Avtec > RADIO STATION ▪ Select Radio # _ Select Frequency _ Frequency dials up ▪ Red = Hot; Green = Monitoring (to monitor, select "Unselect Both Speakers" then the radio to monitor; or Select another Radio # to dial up) ▪ To disconnect, when radio is hot (red) Select it (Touch it) again OR select 'release' ▪ En route radio frequencies are located below station/dispatch frequencies.

What are the three approved ways to verify fuel quality at an offline vendor?

DOM 17.2.2/ FOM 20.3 o DOM 17.2.2.2 Fuel Quality Approved Vendor List o DOM 17.2.2.1 NOC-026 Form - used to document ▪ The NOC-026 form outlines two options for completing fuel quality standards: • 1. Verify the off-line airport and refueling operator are approved via the Defense Logistics Agency (DLA) website at cis.energy.dla.mil/energy_cis. • 2. Use the WN-1132 Off-line Fuel Quality Assurance form (white bucket test). ▪ If option 1 is completed prior to landing at the off-line airport, the Dispatcher or his designee forward any communication related to off-line fuel quality verification, as well as other off-line logistics (e.g., airstairs, towbar), to the Dispatch and SOD groups. • Note: The NOC-026 form is valid for 24 hours for the specific refueling operator identified. • Note: The NOC-026 form must be retained by the Dispatch Specialists for three months. • Note: The Dispatcher advises the Captain via Dispatch Release remark if the fuel quality verification has been completed: XXX, XXXXX [airport code and refueling operator information] FUEL QUALITY VERIFIED. ▪ If the fuel quality verification cannot be accomplished using the NOC-026 form, Pilots and Dispatchers should refer to 17.2.2.2 Off-Line Fuel Quality Assurance and FOM 20.3.2 for Off-line Fuel Quality Assurance (option 2 on the NOC-026 form). ▪ Note: The NOC-026 Form does not need to be completed when the WN-1132 For is used. (NOC-026 Form) o DOM 17.2.2.2 and DOM 17.2.2.3 WN-1132 Off-Line Fuel Quality Assurance form (white bucket test) ▪ The Captain shall verify the refueling truck or cart is labeled "Jet A," "Jet A-1," "JP-5," "JP-8," or "F-24." These are the only acceptable fuels for Southwest Airlines aircraft. ▪ The Captain shall ask the fueling agent to provide a sample of the fuel from the fueling truck's tank sump for inspection. Approximately one gallon of fuel is drained into a white bucket, a stainless steel bucket, or a glass jar. A glass jar affixed to the vehicle, typically known as a "visijar," is acceptable. ▪ The Captain shall ensure the fuel is clear and bright (i.e., visually free of undissolved water, sediment, and suspended particulate matter). The color of jet fuel ranges from water white to straw or amber. ▪ The Captain should note that water is heavier than fuel, so any free water settles to the bottom of the sample. Suspended water causes the fuel to be hazy, making it difficult or impossible to see through the sample to the bottom of the sample container. Some particulate matter is normal, but excessive particulate should be addressed. ▪ The Captain should note that a significantly dirty or wet fuel sample necessitates subsequent sump draining until a clean, dry sample can be obtained. ▪ If unable to obtain a clean, dry sample, the Captain shall contact Dispatch, who contacts the CPNOC, Fuel Department, and/or others as necessary. After completion of the fuel quality assurance check, the Captain must complete a WN-1132 Off-line Fuel Quality Assurance form.

When must actual passenger weights be used instead of standard?

DOM 17.4.7/ FOM 20.6.6 o Use actual Customer weights for groups of 10 or more nonstandard Customers. o Use actual Customer weights for all military flights. Refer to 17.5 Military Charter Operations. o Use actual weights for any unique baggage on flights involving the carriage of special groups

What are the procedures a Dispatcher must follow when planning a maintenance ferry flight to PAE after evening civil twilight?

DOM 19.5 o Flights to KPAE from KSEA or KBFI will be locked by the flight's Dispatcher until the Flight Deck Crew receives a pre-departure briefing via a three-way call with the assigned Dispatcher and the CPNOC. ▪ Note: This requirement is only if arriving at KPAE between the end of evening civil twilight to the beginning of morning civil twilight. o Flights to and from KPAE for maintenance require Dispatcher coordination with Aircraft Technical Services (ATS) for fuel requirements.

When adding any operationally restrictive MEL whom should the Dispatcher notify?

DOM 3.3.2 o After 3-way conference with Mx Control and Captain, notify SOD and down-line Dispatchers

Observe/Demonstrate duty log procedures following company guidelines.

DOM 5.2 o Each Dispatcher, SOD, Assistant Dispatcher, and ATC Specialist is required to log his duty time. o All times should reference Central Time. o The times the Dispatcher enters should accurately reflect the precise times he started and ended his shift. The Dispatcher should not simply enter the times he is supposed to begin and end his shift unless he did in fact begin and end at the scheduled times.

A Dispatcher is not released of their operational control responsibility until the relieving Dispatcher accepts the turnover by doing what two things?

DOM 5.3 o The Dispatcher being relieved is not released of their operational control responsibility until the relieving Dispatcher accepts the turnover. Acceptance is both a verbal acknowledgment and the electronic signature on the electronic turnover.

Observe/Demonstrate a self-briefing to include reviewing releases, weather, NOTAMs, MELs, etc.

DOM 5.5 o After signing the Dispatch Shift Turnover Log and assuming responsibility for the flights assigned to the desk, the Dispatcher must carefully self-brief to ensure that he is familiar with the reported weather conditions along the routes for which he will issue releases. The following are a number of items which should be considered before releasing any flights: ▪ REVIEW Releases sent by previous Dispatcher which are now under your operational control. ▪ Information—Important policies, procedures, and/or operational information that affect Dispatchers can change often and rapidly. Use the Comply365 website or myMobile365 app to review and acknowledge RBDs and FOM, DOM, and Training (TBs) bulletins, as well as review new manual revisions. Also, check the Company email system. ▪ The weather—Remember that weather usually never just appears at the station. There are usually several clues. Are the METARs for Southwest Airlines (or peripheral) airports matching the conditions called for in the TAFs? Are any adverse trends evident? Are there any potential ramifications for busy airports or those easily impacted by loss of visual approaches by seemingly "minor" ceilings? Are the winds and NOTAMs permitting optimum runway use (i.e., landing 28L/R, departing 01L/R) or is airport acceptance rate (AAR) being reduced by something less favorable? ▪ The "big picture" view—Review CCFP, FPG, and ATC brief. Do the surface analysis, 12/24 prognosis, and radar summary charts indicate the presence or probability of weather such as frontal thunderstorms/fog or other conditions over a large area? In coastal areas, are an onshore flow and/or stratus layers evident? Do the visible or infrared satellite loops indicate any trends? Do the progs, TAPS reports, Turbulence Advisories, or PIREPs indicate unusable altitudes for flight planning due to turbulence? ▪ Radar—Does weather radar show any existing areas of storms? Do convective SIGMET outlooks or any severe thunderstorm warning discussions indicate the probability of storms forming in a specific area or along a specific orientation, such as a front or an outflow boundary? Would such thunderstorm development, if it actually occurred, be sufficient in coverage or orientation as to preclude normal ATC routes, necessitating potentially fuel-adverse deviations or reroutes? ▪ Flight Monitor—What is the fuel status of flights in the air or yet to depart? If the weather picture from the previous steps necessitates changes, the immediate priority is to implement any changes to fuel loads and/or alternates on flights before they depart. Adjust monitor to show flights in order of actual departure time, and catch any late-running flights that need changes. ▪ MEL—Look at the MEL status of all the aircraft currently operating, or scheduled to operate, in the appropriate sector. Are there any restrictive items like thrust reversers, anti-skids, or weather-related items like inop HGS, flight directors, or items restricted to non-icing or DAY VMC conditions? If so, look at the flowchart for that aircraft. Could it be a problem operating to/from any of the stations? Could it be a problem for any station, including another Dispatcher's station? Ensure the appropriate Dispatcher is aware of it. If it is a problem, even much later in the day, advise the Sector SOD as soon as possible. The best turn to solve the problem might be in 30 minutes, and delaying Sector SOD awareness of the problem might limit potential solutions. ▪ Sector analysis—Review the selections that are displayed and evaluate them for currency. Are the alternates (if any) and contingency fuels appropriate? Are the temperatures and pressures still accurate? Have wind and/or NOTAM changes taken place that now dictate the use of a runway different than the one selected? Has the weather changed to require use of different bleed, anti-ice, or runway condition selections? Any error made on the sector analysis will be replicated on multiple flights. It is very important to ensure the sector analysis is always configured properly before planning flights, and to continually reevaluate selections during each shift as conditions warrant. o These are just some of the potential things that need to be considered when a Dispatcher starts his shift. While every individual has his own personal style and work habits, it is important that the time between accepting the shift and sending the first Dispatch Release be used wisely. Dispatchers should allow time to get fully attuned to the operation. Distractions can occur from handling problems, but the importance of that first hour on shift remains, and can greatly influence the operation.

Observe/Demonstrate proper MEL application using the three-way conference call. Under what specific situations is a three-way conference call not required?

DOM 7.1.2 (Figure 7.4 and 7.6) / FOM 19.1.2 o 3-WAY NOT REQUIRED: ▪ Figure 7.4 RON Maintenance/Flight Deck Crew Not Present (ie: crew change) ▪ Figure 7.6 Southwest Airlines AMT, MX Note Approval and Documentation Flow o DOM 7.3.2 Any MX Note item that results in operational restrictions (e.g., aircraft downgraded to CAT I, RVSM operations not authorized, ETOPS operations not authorized) appears on the Dispatch Release as , 0-1, or 0-3. These notes are not MELs and are informational only

Demonstrate how to fill out a SA-M 106 form (Maintenance Ferry Permit) including any observers

DOM 7.7.4 & TB 16-18/ FOM 20.4.3 & 20.4.4 o DOM 7.7.4 The Dispatcher reviews the SA-M 106 (Ensure Section 1& 2 filled out by Maintenance Controller) and completes Section 3 (A) and (B)(1-3), which includes selecting the appropriate authorized flight conditions and documenting authorized Observers. ▪ Note: Refer to DOM 7.7.3 (FOM 20.4.3) Passengers Onboard Ferry Flights for the complete list of Leaders who may authorize the carriage of Crew Members (other than those required to operate the aircraft) and Employees. This applies to ferry flights where the aircraft flight characteristics have not been altered appreciably and/or the flight operation affected substantially. ▪ TB 16-18 insert: • List the name of each observer carried onboard the flight on SA-M106 box 3(B). • If unable to print all the observers directly into box 3(B), write "See Attached" in the box and attach a separate form listing the names of all observers. • Note: A separate form(s) must be physically attached to SA-M 106 by stapling the forms together before placing in the three month file. • Note: The attached form may be in any handwritten or typed format provided the names, flight number, city pair, and date of flight are on the attached form(s). o Write the name of the person authorizing the observers on the line below box 3(B) directly on the SA-M106. o DOM 7.7.4 The Dispatcher verifies that authorized flight conditions are properly indicated and that required Observer authorization is granted, and signs the SA-M 106. The Dispatcher forwards a copy of the SA-M 106 to the Captain who is operating the ferry flight. The Dispatcher documents that a completed and signed copy of the SA-M 106 was forwarded in Section 3 (B)(4) on the SA-M 106. ▪ FYI: The Dispatcher must check all of the Authorized Flight Conditions boxes in Section C of the Permit, unless a condition is not permitted for flight. o The issuance of the SA-M 106 requires the Captain, Dispatcher, Chief Pilot NOC, and MOC to engage in a conference call and discuss any questions concerning the ferry operation. The Dispatcher contacts the Out-of-Service (OTS) desk in MOC for this conference call. o The Captain must review the SA-M 106 and provide the Dispatcher with verbal verification that the SA-M 106 was reviewed, and that all conditions and limitations necessary to facilitate the operation of the aircraft were taken into consideration, including weight limits, fuel distribution limits, center of gravity limits, flight equipment usage limits, airspeed limits, and meteorological conditions. o Upon receiving verbal notification, the Dispatcher records the Captain's initials and Employee number, UTC date, and UTC time in Section 4 on the SA-M 106. o The Dispatcher removes the flight lock at the completion of the conference call. o The Captain carries a copy of the SA-M 106 in the aircraft logbook for the duration of the ferry flight. The Captain will not receive an additional copy of the SA-M 106 with the verbal notification information recorded by the Dispatcher (e.g., initials, Employee number, UTC date, UTC time). o The Dispatcher files the paper work on table of the bridge (same place as Charter folders) and retains the original completed SA-M 106 in Dispatch for 3 months.

Explain operational fuel tankering procedures due to Weight and Balance issues on a B737-800

DOM 9.10.3/ FOM 17.6.10 o The additional fuel is annotated on the Dispatch Release under the Fuel & Weight Computations section as "TANKER." o The Operations Agent performs the following actions: ▪ Determines the minimum amount of additional weight in fuel needed to achieve normal CG Limits. ▪ Contacts Dispatch to advise the weight in fuel necessary to achieve normal CG Limits. ▪ Notifies the Captain that Operational Fuel Tankering is in effect, and additional fuel is required for weight and balance purposes. o The Dispatcher performs the following actions: ▪ Determines the necessary tanker fuel plus an additional 15 minutes (flight time) of EXTRA fuel. The EXTRA fuel provides a buffer for lengthy ground delays and is annotated on the Dispatch Release under the Fuel & Weight Computations section as "EXTRA." ▪ Adds the following Dispatch Release Remark: "FOR WEIGHT AND BALANCE PURPOSES, DO NOT TAKEOFF WITH LESS THAN MINIMUM TAKEOFF + TANKER: XXXX." This remark is required. • Note: This additional weight and balance fuel, annotated on the Dispatch Release under the Fuel & Weight Computations section as "TANKER," is unusable prior to takeoff. After takeoff, this fuel becomes usable. ▪ Notifies the Captain that Operational Fuel Tankering is in effect, and additional fuel is required for weight and balance purposes. ▪ Locks the flight (preventing completion of weight and balance) until the Captain contacts Dispatch to confirm that the correct fuel load is onboard. ▪ Confirms with the Captain the correct fuel load is onboard the aircraft prior to departure. This may occur either via ACARS (preferred) or telephone.

When is a Dispatcher restricted from planning Cost Differential Tanker Fuel?

DOM 9.10/ FOM 17.6.9 o Dispatcher may not plan cost differential fueling: ▪ When the anti-skid system is inoperative. ▪ When reverse thrust is inoperative. ▪ When braking action at the departure or arrival airport is reported less than 5- GOOD. ▪ When within 1,000 lb of the Dispatch landing performance limit. ▪ When Max Quick Turn Weight will be exceeded. ▪ Into California or Florida when the flight time exceeds two hours 30 minutes except for terminating aircraft

When is it allowable to decrease CONT/HOLD fuel below the default station value?

DOM 9.3.1 o Contingency fuel may be reduced with Captain and Dispatcher agreement for considerations such as: ▪ ATOG performance restricts the carriage of Passengers or cargo. ▪ A destination alternate is required; consideration should be given to close-in alternates where possible. ▪ Unexpected taxi delay after pushback. ▪ Note: The Dispatcher must note the reason for the CONT/HOLD fuel reduction with a Dispatch Release remark or amendment if adjusting the time below the 15-minute minimum.

Explain the fuel planning procedures for VIP & Special Events at the destination airport.

DOM 9.3.2/ FOM 17.2.1 o When fuel planning for a special event at the destination airport, remember the following: ▪ The special event may be VIP movement, air show, or other event that may impact arrival rates at a destination airport. ▪ The fuel plan for the special event at the destination airport is based on possible delay impacts for arrivals the hour prior, during, and after the scheduled arrival. ▪ The flight is locked out until a Captain/Dispatcher brief to make sure the plan and event times have not changed. ▪ The Dispatcher advises the Flight Deck Crew when releasing a flight that considers fuel for possible delays due to a special movement. ▪ The Dispatcher adds the following statement in the Remarks section of the Dispatch Release: FUEL CONSIDERED FOR PSBL DELAYS DUE XXXX IN THE nnnnZ HOUR (XXXX being the event, nnnn being the applicable time)

What three fuel values listed on the Dispatch Release make up the total contingency fuel on a flight?

DOM 9.3/ FOM 17.6.4 o CONT/HOLD—Additional fuel planned for arrival and approach contingencies. Burn rate calculations are based on aircraft weight at the point of arrival and long range cruise (LRC) at 1,500 ft AGL. The variables considered are specific route and destination airport complexities, airspace constraints, available runways, NAVAIDs, historical delay data, and distance to other airports in the area for diversion. ▪ Note: A minimum of 15 minutes CONT/HOLD fuel is planned for any airport. Refer to 9.3.1 Reduction of Contingency Fuel. ▪ Note: The statistically derived time value displayed on the Dispatch Release is continually monitored and updated, as necessary. o DISP ADD—Contingency fuel in addition to CONT/HOLD and is designated by the Dispatcher for weather deviations, en route turbulence, ATC reroutes, or any other condition that could delay landing. The calculation is based on TOD altitude, aircraft weight, and temperature at that altitude. If DISP ADD fuel is included, the Dispatcher also includes an explanation in the Remarks section of the Dispatch Release. o EXTRA—Additional contingency fuel designated for departure ground delays. The Dispatcher may adjust EXTRA fuel as necessary for the planned operation to ensure the minimum takeoff fuel requirement is met. If PLAN TAXI OUT and EXTRA fuel are completely consumed prior to initiation of takeoff, the Captain must contact the Dispatcher for an amendment to the Dispatch Release fuel requirements or return to the gate for additional fuel. ▪ Note: To ensure MINIMUM TAKEOFF fuel is available when unanticipated taxi delays occur, Dispatch adds a minimum of 200 lb of EXTRA fuel to the Dispatch Release. Extra fuel is not normally planned on an ETOPS flight.

When adding DISP ADD fuel what is always also required on the release?

DOM 9.3/ FOM 17.6.4 o If DISP ADD fuel is included, the Dispatcher also includes an explanation in the Remarks section of the Dispatch Release.

What is the standard "EXTRA" fuel amount that should be planned on a Dispatch release for most situations?

DOM 9.3/ FOM 17.6.4 o To ensure MINIMUM TAKEOFF fuel is available when unanticipated taxi delays occur, Dispatch adds a minimum of 200 lb of EXTRA fuel to the Dispatch Release.

What steps must be followed by a Domestic Dispatcher when planning to complete an EVF or SSOR verification flight on a domestic leg?

IFOM 5.7.3.2 o Maintenance Operations Control notifies Dispatch of the requirement for an EVF/SSOR/PEEP. Dispatch provides notification to the Flight Deck Crew by adding the following relevant remark to the Dispatch Release: ▪ (EVF/SSOR)—"ETOPS (Verification/SSOR) Flight, Captain call Dispatch." ▪ (PEEP)—"ETOPS PEEP flight, Captain call Dispatch. Release not valid beyond EEP without amendment from Dispatch." o Once contacted by the Captain, the Dispatcher establishes a conference call with Maintenance Operations Control to allow them to brief the Captain on requirements for the EVF/SSOR/PEEP flight. The briefing includes the following: ▪ All maintenance actions performed that generated the requirement for an EVF/SSOR/PEEP. ▪ An Aircraft Logbook review of the maintenance actions taken to address the discrepancy. Determine that the requirement for an EVF/SSOR/PEEP was documented in the Defect Resolution section. Example: "A/C requires (details of the type of verification flight as determined by MX Control), per MX Control (name of controller)." ▪ Any flight restrictions and performance penalties.

May a Dispatcher plan a flight through airspace with an active GPS MAY BE UNRELIABLE NOTAM? Why or why not?

Memo 19-112/ AIM o YES o AIM: The terms UNRELIABLE and MAY NOT BE AVAILABLE are used in conjunction with GPS NOTAMs. Both are advisories to pilots indicating the expected level of service may not be available. UNRELIABLE does not mean there is a problem with GPS signal integrity. If GPS service is available, pilots may continue operations o Memo 19-112: GPS may not be available NOTAMs typically encompass large areas of ADS-B required airspace. The FAA has determined that requiring operators to alter their routes solely based on a GPS MAY NOT BE AVAILABLE NOTAM may cause significant disruptions to air traffic. Therefore, aircraft may be planned through an area with an active GPS MAY NOT BE AVAILABLE NOTAM. The operator must conduct an ADS-B preflight prediction check and receive a satisfactory result. However, there is no requirement to alter the route to avoid an area based solely on a GPS MAY NOT BE AVAILABLE NOTAM

What Takeoff performance input should be planned with a FICON reporting 25% of the runway covered with 1/2 inch wet snow and the rest covered with 1/8 inch wet snow?

NG Runway Surface Condition Reference Card o 5-good (FYI: 25% does not meet clutter requirements. Clutter is > 25% runway coverage)

Observe/Demonstrate proper procedures for adding and removing MEL's in SWIFT that affect PWB. Which MEL's have an effect on PWB?

SWALife>NOC>Main>NG MELs affecting PWB; DOM 12.6.1.1 o Use Table 12.8 Making Dispatch Release Amendments For Specific PWB System Values to determine the minimum required documentation when making Dispatch Release Amendments. See Table below: (see Study Guide for graphic). o 1. WARNING: Flight plans and runway performance must be recalculated by selecting "Apply" or "Plan." The newly calculated Dispatch Release must include a new Jepp Plan number. o 2. MEL/CDLs that do not affect aircraft performance, use standard Dispatch Release amendment procedures (Time of record and Dispatcher initials). o 3. If printing the Flight Crew copy of the Dispatch Release is not expedient (e.g., certain international stations, offline diversions), a Dispatch Release amendment is permitted using procedures from below. o 4. After pushback, use the following procedure: ▪ Select "New Revision." ▪ Calculate a new Dispatch Release using either "Apply" or "Plan." • Note: The newly-calculated Dispatch Release will include a new Jepp Plan number. ▪ Add the following to the Remarks section of the new Dispatch Release revision: • REVISION AMENDS PREV RLSE FOR (insert change here) • ATOG XXX.X (Even if there are no changes from the previous release) • JEPP #NNNN (The Jepp Plan # from the newly-calculated and executed Dispatch Release version) • HHMMZ YIH (Time of record and Dispatcher initials) • Select SEND/FILE. ▪ Note: In this case, the newly-executed Dispatch Release is considered an amendment to the previous Dispatch Release. ▪ Provide the Flight Deck Crew information above as an amendment to their copy of the Dispatch Release. ▪ The Dispatcher and Flight Deck Crew verify the actual takeoff weight does not exceed ATOG provided in the amendment. The Dispatcher contacts the Operations Coordinator (at Station Operations or Command Center) and ensures the new Dispatch Release revision is printed and included with the signed copy of the previous Dispatch Release. ▪ The new Dispatch Release revision does not need to be signed by the Flight Deck Crew, nor does it need to be physically carried to the destination. o 5. CAUTION: When using the Amendments, Free Text tab, no values are transmitted to the PWB System. Dispatchers and Flight Deck Crews must manually confirm all changes are within operating limits (e.g., maximum structural weights) since automated controls are not applied with the Amendments, Free Text tab. o Review list on "SWALife>NOC>Main> NG MELs affecting PWB / MAX MELs affecting PWB" for multiple MEL items: ▪ Caution: Dispatchers must ensure all MEL conditions and limitations are complied with prior to commencement of the takeoff event. The information provided below is strictly a Job Aid to assist Dispatchers with the MEL process.

When must "AIII" be selected on in SWIFT for landing, when should it not be planned?

o DOM 13.3.2 Should be toggled "on" if approach requires HGS AIII Mode ▪ AOM 17.7 It reduces the stopping margin by 1,150 ft to account for HGS AIII flare guidance. ▪ DOM 12.5.1 / FOM 17.7.2 An (H) displayed after the landing flaps setting indicates the landing was planned using the HGS. o Should not be used if AIII mode is not available or required for the approach o DOM 10.13.10 /DOM 10.13.11

Observe/Demonstrate generating a proper turnover log following company guidelines. DOM 5.3.1 When should the turnover log be signed to assume operational control of the desk? DOM 5.3

o DOM 5.3 The turnover log must include all pertinent information necessary to transfer operational control from one Dispatcher to another safely and efficiently. o DOM 5.3.1 Position, Time, NOTAM info, ATC Constraints, MEL Items, Airport Status, Weather, Additional Info, Incoming/Relieving Dispatcher ▪ NOTAM Info—List any items that restrict normal flight operations for the relieving Dispatcher (e.g., runway closures, out of service navaids, unmonitored navaids, critical DME outages, lighting constraints). ▪ ATC Constraints—List ATC issues that may affect the schedule or route of flight for the relieving Dispatcher (e.g., VIP movement, ground stops, ground delay programs, airspace flow programs, arrival and departure demand, CDRs, SWAP routes, published reroutes). ▪ MEL Items—List MEL/CDL items that affect aircraft operating or performance limits for the relieving Dispatcher (e.g., weather radar, navigation systems (including HGS), anti-skid systems, reverse thrust, fuel boost pumps, other pertinent maintenance items). ▪ Airport Status—List items that are affecting airport operations (e.g., field conditions, braking action advisories, glycol or deicing constraints, non-standard fueling issues [e.g., fuel shortages, tanker through requirements], radio problems, airstart and ground power unit issues). ▪ Weather—Present a brief summary of existing and expected weather over the area of responsibility. Dispatchers must list any known or potential areas of severe icing and/or turbulence. ▪ Additional Information—Any additional information not previously listed that might affect the area of responsibility (e.g., tarmac delays, charters, off-line diversions, maintenance ferries). o The relieving Dispatcher must accept the turnover while the relieved Dispatcher is still logged in.

Describe situations when VHF radio / voice communication would be preferred over using ACARS.

o Examples: QRH, STAT MD, flights holding, ACARS No Comm/MEL

What three situations which always require listing two destination alternates on a Dispatch Release?

o Exemption 3585 DOM 10.12.3.2/ FOM 17.1.4 o NGRVR DOM 10.12.4/ FOM 17.1.4 o When destination and 1st alternate are less than marginal: SWA defines as < 600 AND < 2SM DOM 10.14.3/ FOM 17.4.3