1. 1 Southwest Aviation Weather Safety Workshop III Rick Curtis Myranda Muehlman

2. 2 “Why is my flight late?”

3. 3 Something magical seems to happen to us when we get to the airport

4. 4 We tend to get inside “the bubble” and we sometimes forget about the “outside world” !

5. 5 However, nothing will stand in our way as we try to get to our business meeting, or that well deserved vacation!

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11. 11 “Just keep focusing on the goal ”

12. 12 SWA Facts and Figures 3200+ daily flights from 68 airports 545 Boeing 737 aircraft (300’s, 500’s, 700’s) Average flight length is 639 miles –Shortest: 133 miles (RSW-MCO) –Longest: 2,363 miles (PVD-LAS) Southwest consumed 1.4 billion gallons of jet fuel in 2009. Southwest offers the most domestic flights of any airline

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14. 14 ECP Panama City, FL 5/23/2010

15. 15 Top 10 SWA Airports 40% in Western Region – 30% Southern Region As of 3/23/10 Cities Daily Departures Number of Gates Nonstop Cities Served Established LAS22019561982 MDW21929501985 PHX17824441982 BWI17120411993 HOU13317291971 DAL13215 1971 DEN12012342006 LAX11311181982 OAK11113201989 MCO10412321996

16. 16 NWS Western and Southern Regions 26% of all SWA destinations are in the NWS Western Region.

17. 17 NWS Western and Southern Regions 26% of all SWA destinations are in the NWS Western Region. 35% of all SWA destinations are in the NWS Southern Region.

18. 18 NWS Western and Southern Regions 26% of all SWA destinations are in the NWS Western Region. 35% of all SWA destinations are in the NWS Southern Region. 61% (32 SWA cites) are in the two NWS regions.

19. 19 Snow Events

20. 20 Snow Events Obvious - General Do we have airport weather minimums for takeoff? Do we have airport weather minimums for landing? Do we need an alternate? ceiling < or equal to 2000’ visibility < or equal to 3 miles)

21. 21 Snow Events Obvious - General Do we have airport weather minimums for takeoff? Do we have airport weather minimums for landing? Do we need an alternate? ceiling < or equal to 2000’ visibility < or equal to 3 miles) Therefore, we should be good to go…right?

22. 22 Snow Events Not So Obvious - General What limitations exist with the airport navigation equipment? What limitations are there with Air Traffic Control? What limitations are there with the aircraft? What limitations are there with the Flight Crew?

23. 23 Snow Events Not So Obvious - General De-icing capacity of the airport. Where does de-icing take place? What are the ramp conditions (breaking action)? TSA Staffing?

24. 24 Snow Events Not So Obvious - Airline Can the airline staff make it to work? Can Customers make it to the airport? Will there be a flight crew (Pilots and Flight Attendants) if previous flights were diverted or cancelled? Will there be an airplane for the flight if previous flights were diverted or cancelled? Do we have enough de-icing fluid on hand?

25. 25 FAA Policy Regarding Snowfall Intensity…...For these reasons the FAA is now requiring the use of the FAA Snow Intensity Table to determine appropriate holdover times in snowfall conditions (Table 1B, page 8 of the attached document) for all Types of anti- icing fluid (Type I, II, III, and IV). Because the FAA Snow Intensity Table, like the FMH-1 Table, uses visibility to determine snowfall intensities, if the visibility is being reduced by snow along with other forms of obscuration such as fog, haze, smoke, and etc. the FAA Snow Intensity Table need not be used to estimate the snow fall intensity for holdover time determination. Use of the FAA Snow Intensity Table under these conditions may needlessly overestimate the actual snowfall intensity and therefore the snowfall intensity being reported by the weather observer or ASOS, the FMH-1 Table may be used. Source: Official FAA Holdover Time Tables and Allowance Times Winter 2009 - 2010

26. 26 Snowfall Intensity as a Function of Visibility Time of Day Temp. Visibility (Statute Mile) Degrees Celsius Degrees Fahrenheit  2 1/2 21 1/213/41/2  1/4 Day colder/equal colder/equal 30 Very Light Very Light Light Moderate Heavy Snowfall Intensity warmer than warmer than 30 Very Light Moderate Heavy Night colder/equal colder/equal 30 Very Light Moderate Heavy warmer than warmer than 30 Very Light ModerateHeavy NOTE 1: This table is for estimating snowfall intensity. It is based upon the technical report, “The Estimation of Snowfall Rate Using Visibility,” Rasmussen, et al., Journal of Applied Meteorology, October 1999 and additional in situ data. NOTE 2: This table is to be used with Type I, II, III, and IV fluid guidelines. HEAVY = Caution—No Holdover Time Guidelines Exist

27. 27 Ice Pellet Allowance Times Winter 2009-2010 (Type IV Fluid) OAT -5°C or AboveOAT Less Than -5°C Light Ice Pellets50 minutes30 minutes Moderate Ice Pellets25 minutes10 minutes Light Ice Pellets mixed with Light or Moderate Snow 25 minutesNot Authorized Below -5°C OAT for moderate snow. 15 minute allowance for light snow. No takeoffs allowed for light snow combination when temp -10°C OAT or less. Light Ice Pellets mixed with Light or Moderate Freezing Drizzle or Light Freezing Rain (Not Authorized below -10°C OAT) 25 minutes10 minutes Not Authorized Below -10°C OAT Light Ice Pellets mixed with Light Rain (OAT 0°C or Above) 25 minutesNot Authorized Below -5°C OAT

28. 28 Meteorological Data Collection and Reporting System (MDCRS) Six Airline Participants (AA, Delta/NWA, FedEx, SWA, United, UPS) Real-time data access restricted to participating airlines (ESRL web site) and government agencies –Aircraft obs are largely limited to winds & temp (water vapor is coming) –Aircraft obs frequently over-reported at airline hubs, and under-reported at less-busy locations

29. 29 Desired Future State of MDCRS Aircraft Weather Observations –Reported where & when needed through some level of data optimization system –Implement standardized reporting rate, data quality, and format. –Delivered over standardized comm. systems (NOAAport) and available to everyone that desires real-time access Implement an enhanced process for allowing additional program participants

30. 30 NWS Water Vapor Project NWS contracts –Awarded to ARINC for installation of 31 water vapor sensors on SWA aircraft SWA teaming with ARINC and SpectraSensors on installation and certification issues for the sensor –Awarded upgrade to UPS to retrofit 25 current water vapor sensors on UPS aircraft with newly upgraded sensor. Schedule –First SWA aircraft reporting water vapor data in February 2010. –Second SWA aircraft began reporting in late March 2010. –Remaining 29 SWA aircraft to be installed at the rate of approximately 1 aircraft per month.

31. 31 Water Vapor Sensor

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36. 36 Automated Turbulence Reporting SWA plans to have automated turbulence reporting (EDR) on all of its 737-700 airplanes - approximately 340 aircraft. New 737 turbulence reporting algorithms were developed by NCAR - funded through the FAA Weather Research Program. We plan to begin a test of 10 aircraft in April and compare reports with PIREPs for 3-6 months. Extensive internal process will be initiated within SWA to determine how to integrate this information into our operational decision making process.

37. 37 New Way of displaying Turbulence Reports

38. 38 Now, let’s have a little fun!

39. 39 Pop Quiz – Question 1 What airport in the NWS western region has the highest flight landing weather minimums for Southwest Airlines?

40. 40 Pop Quiz – Question 1 What airport in the NWS western region has the highest flight landing minimums for Southwest Airlines? San Diego – Need 5000’ RVR (1 mile) plus 350’ vertical visibility above airport.

41. 41 Pop Quiz – Question 2 What is the highest sustained cross wind speed which SWA can operate?

42. 42 Pop Quiz – Question 2 What is the highest sustained cross wind speed which SWA can operate?

43. 43 Pop Quiz – Question 3 Name three things the aviation section of the AFD can help communicate.

44. 44 Pop Quiz – Question 3 Name three things can the aviation section of the AFD can help communicate. –Overall TAF forecast confidence –Things that you may have in the back of your mind but are not willing to put in the TAF. –Differences between weather concerns at GA and commercial airports –Event timing refinement –Wind shifts – frontal passages. –Sensitivity to higher weather minimums due to construction.

45. 45 Pop Quiz – Question 4 Why is it important to an airline that TAFs are consistent with other issued WFO products?

46. 46 Pop Quiz – Question 4 Why is it important to an airline that TAFs are consistent with other issued WFO products? –We encourage Dispatchers to look at all issued products to improve situational awareness. –Adds credibility to the WFO when products align. –Perhaps communicates a lack of forecast confidence, or office coordination when multiple differences exist.

47. 47 Pop Quiz – Question 5 Name 5 valuable insights that you can provide during winter weather events to help facilitate airline operational decision making.

48. 48 Pop Quiz – Question 5 Name 5 valuable insights that you can provide during winter weather events to help facilitate airline operational decision making. –Local knowledge of the microclimate. –Start time/end time –Time of greatest intensity/lowest visibility –Rate of accumulation. –Changeover time/confidence. –Liquid water equivalent. –Quick reaction.

49. 49 Source: FAA - RITA

50. 50 SWA Partnership with the NWS We only use NWS TAFs for operational decision making. Participation in meetings and workshops to communicate SWA operational decision criteria to NWS forecasters so they can better understand our use of their products. Always looking for ways to help promote NWS efforts. Assist with all levels of the NWS concerning aviation community usage of products and services. SWA entered into an agreement with the NWS to install water vapor sensors aboard 31 aircraft and report data during all flight phases for use by forecasters and forecasting models.

51. 51 SWA Partnership with the NWS Thanks for your attention and all you do – your efforts are very much appreciated!