Originally Posted by
LoyalToTheDollar
Southwest is known for short turnarounds to optimize airplane in-air time, which decreases costs. However, it seems like short turnarounds could be at odds with "optimal" refueling. Being able to add just enough fuel during a stop so that the plane can reach the next destination (plus safety margin) optimizes for weight, which also decreases cost.
Does anyone know more about Southwest refueling policy? In particular:
1) How much does WN's short turnarounds affect refueling? For example, if ~25 minutes is always enough to top off a 737, then I guess there's no issue!
2) I guess there's two extremes, given that WN has no redeyes: (1) only refueling overnight and never refueling at stops or (2) refuel at every stop. Anyone know if WN follows (1), (2), or something in between?
Depends on alot of factors:
1. local fuel price
2. what airport contract they have to be refueled
3. Do they need to get refueled then or wait.
4. refueling generally needs to be scheduled.
Usually the refueling companies that serve the airlines follow a schedule based on slated schedule.
Their may be 2-3 refueling companies who work a large airport. Many of the airlines require the refuelers to be certified by the airline. As a result if one company has a contract to refuel Delta, United, and Southwest but the company may have 9 refueling trucks with 3 per airline operating. The problem is the southwest certified refueling truck operators cant go and refuel a Delta aircraft. If Delta has a delay of some sort where they have 4 aircraft scheduled to depart in a 15 minute window one aircraft will either be delayed due to refueling wait or they could decide which of the 4 aircraft doesnt need to be refueled or which plane/route could handle a delayed take off the easiest and be able to make up that delay in their flight plan.