UNITED STATES

SECURITIES AND EXCHANGE COMMISSION

Washington, D.C. 20549

FORM 10-Q

(Mark One)


☒			QUARTERLY REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934

For the quarterly period ended June 30, ~~2021~~2022


			or


☐			TRANSITION REPORT PURSUANT TO SECTION 13 OR 15(d) OF THE SECURITIES EXCHANGE ACT OF 1934


			For the transition period from ________ to ________

Commission File No. 1-7259

SOUTHWEST AIRLINES CO.

(Exact name of registrant as specified in its charter)


Texas		74-1563240
(State or other jurisdiction of		(IRS Employer
incorporation or organization)		Identification No.)
P.O. Box 36611
Dallas,	Texas	75235-1611
(Address of principal executive offices)		(Zip Code)

Registrant's telephone number, including area code: (214) 792-4000

Securities registered pursuant to Section 12(b) of the Act:


Title of each class	Trading Symbol	Name of each exchange on which registered
Common Stock ($1.00 par value)	LUV	New York Stock Exchange

Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. Yes x No ¨

Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files). Yes x No ¨

Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See the definitions of "large accelerated filer," "accelerated filer," "smaller reporting company," and "emerging growth company" in Rule 12b-2 of the Exchange Act.


Large accelerated filer	x	Accelerated filer	☐
Non-accelerated filer	☐	Smaller reporting company	☐
		Emerging growth company	☐

If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act. ¨

Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act).Yes ☐ No x

Number of shares of Common Stock outstanding as of the close of business on July ~~23, 2021: 591,644,557~~28, 2022: 593,350,161

TABLE OF CONTENTS TO FORM 10-Q

PART I - FINANCIAL INFORMATION

Item 1. Financial Statements

Condensed Consolidated Balance Sheet as of June 30 ~~2021~~, 2022 and December 31, ~~2020~~2021

Condensed Consolidated Statement of Comprehensive Income ~~(Loss)~~ for the three and six months ended June 30, ~~2021~~2022 and ~~2020~~2021

Condensed Consolidated Statement of Stockholders' Equity as of June 30 , 2022 and 2021 ~~and 2020~~

Condensed Consolidated Statement of Cash Flows for the three and six months ended June 30 , 2022 and 2021 ~~and 2020~~

Notes to Condensed Consolidated Financial Statements

Item 2. Management’s Discussion and Analysis of Financial Condition and Results of Operations

Item 3. Quantitative and Qualitative Disclosures About Market Risk

Item 4. Controls and Procedures

PART II - OTHER INFORMATION

Item 1. Legal Proceedings

Item 1A. Risk Factors

Item 2. Unregistered Sales of Equity Securities and Use of Proceeds

Item 3. Defaults Upon Senior Securities

Item 4. Mine Safety Disclosures

Item 5. Other Information

Item 6. Exhibits

SIGNATURES

Table of Contents

SOUTHWEST AIRLINES CO.

FORM 10-Q

PART I – FINANCIAL INFORMATION

Item 1. Financial Statements

Southwest Airlines Co.

Condensed Consolidated Balance Sheet

(in millions)

(unaudited)

June 30, 2021 December 31, 2020
ASSETS
Current assets:
Cash and cash equivalents $ 14,124 $ 11,063
Short-term investments 2,751 2,271
Accounts and other receivables 1,328 1,130
Inventories of parts and supplies, at cost 464 414
Prepaid expenses and other current assets 521 295
Total current assets 19,188 15,173
Property and equipment, at cost:
Flight equipment 21,258 20,877
Ground property and equipment 6,183 6,083
Deposits on flight equipment purchase contracts 0 305
Assets constructed for others 0 309
27,441 27,574
Less allowance for depreciation and amortization 12,199 11,743
15,242 15,831
Goodwill 970 970
Operating lease right-of-use assets 1,969 1,892
Other assets 837 722
$ 38,206 $ 34,588
LIABILITIES AND STOCKHOLDERS' EQUITY
Current liabilities:
Accounts payable $ 1,378 $ 931
Accrued liabilities 2,353 2,259
Current operating lease liabilities 267 306
Air traffic liability 6,312 3,790
Current maturities of long-term debt 2,166 220
Total current liabilities 12,476 7,506
Long-term debt less current maturities 9,188 10,111
Air traffic liability - noncurrent 2,367 3,343
Deferred income taxes 1,688 1,634
Construction obligation 0 309
Noncurrent operating lease liabilities 1,679 1,562
Other noncurrent liabilities 1,120 1,247
Stockholders' equity:
Common stock 888 888
Capital in excess of par value 4,269 4,191
Retained earnings 15,260 14,777
Accumulated other comprehensive income (loss) 136 (105)
Treasury stock, at cost (10,865) (10,875)
Total stockholders' equity 9,688 8,876
$ 38,206 $ 34,588


	June 30, 2022		December 31, 2021
ASSETS
Current assets:
Cash and cash equivalents	$	13,234	$	12,480
Short-term investments	3,197		3,024
Accounts and other receivables	1,389		1,357
Inventories of parts and supplies, at cost	751		537
Prepaid expenses and other current assets	825		638
Total current assets	19,396		18,036

Property and equipment, at cost:
Flight equipment	21,598		21,226
Ground property and equipment	6,563		6,342
Deposits on flight equipment purchase contracts	637		—
Assets constructed for others	12		6
	28,810		27,574
Less allowance for depreciation and amortization	13,216		12,732
	15,594		14,842
Goodwill	970		970
Operating lease right-of-use assets	1,495		1,590
Other assets	847		882
	$	38,302	$	36,320

LIABILITIES AND STOCKHOLDERS' EQUITY
Current liabilities:
Accounts payable	$	1,908	$	1,282
Accrued liabilities	1,587		1,624
Current operating lease liabilities	242		239
Air traffic liability	6,312		5,566
Current maturities of long-term debt	1,662		453
Total current liabilities	11,711		9,164

Long-term debt less current maturities	8,877		10,274
Air traffic liability - noncurrent	2,206		2,159
Deferred income taxes	2,072		1,770

Noncurrent operating lease liabilities	1,220		1,315
Other noncurrent liabilities	1,096		1,224
Stockholders' equity:
Common stock	888		888
Capital in excess of par value	3,966		4,224
Retained earnings	16,311		15,774
Accumulated other comprehensive income	805		388
Treasury stock, at cost	(10,850)		(10,860)
Total stockholders' equity	11,120		10,414
	$	38,302	$	36,320

See accompanying notes.

Table of Contents

Southwest Airlines Co.

Condensed Consolidated Statement of Comprehensive Income ~~(Loss)~~

(in millions, except per share amounts)

(unaudited)


		Three months ended June 30,				Six months ended June 30,					Three months ended June 30,				Six months ended June 30,
		2021		2020		2021		2020			2022		2021		2022		2021
OPERATING REVENUES:	OPERATING REVENUES:									OPERATING REVENUES:
Passenger	Passenger	$	3,569	$	704	$	5,282	$	4,549	Passenger	$	6,119	$	3,569	$	10,254	$	5,282
Freight	Freight	50		38		92		77		Freight	47		50		89		92

Other	Other	389		266		686		616		Other	562		389		1,079		686
Total operating revenues	Total operating revenues	4,008		1,008		6,060		5,242		Total operating revenues	6,728		4,008		11,422		6,060

OPERATING EXPENSES, NET:	OPERATING EXPENSES, NET:									OPERATING EXPENSES, NET:
Salaries, wages, and benefits	Salaries, wages, and benefits	1,825		1,714		3,395		3,568		Salaries, wages, and benefits	2,220		1,825		4,450		3,395
Payroll support and voluntary Employee programs, net	Payroll support and voluntary Employee programs, net	(740)		(784)		(2,187)		(784)		Payroll support and voluntary Employee programs, net	—		(740)		—		(2,187)
Fuel and oil	Fuel and oil	803		257		1,272		1,128		Fuel and oil	1,636		803		2,640		1,272
Maintenance materials and repairs	Maintenance materials and repairs	222		140		395		412		Maintenance materials and repairs	210		222		420		395

Landing fees and airport rentals	Landing fees and airport rentals	403		275		716		614		Landing fees and airport rentals	388		403		733		716
Depreciation and amortization	Depreciation and amortization	315		313		627		624		Depreciation and amortization	325		315		649		627
Other operating expenses	Other operating expenses	586		220		1,049		917		Other operating expenses	791		586		1,523		1,049
Total operating expenses, net	Total operating expenses, net	3,414		2,135		5,267		6,479		Total operating expenses, net	5,570		3,414		10,415		5,267

OPERATING INCOME (LOSS)		594		(1,127)		793		(1,237)
OPERATING INCOME										OPERATING INCOME	1,158		594		1,007		793

OTHER EXPENSES (INCOME):	OTHER EXPENSES (INCOME):									OTHER EXPENSES (INCOME):
Interest expense	Interest expense	116		96		229		124		Interest expense	93		116		186		229
Capitalized interest	Capitalized interest	(8)		(7)		(19)		(12)		Capitalized interest	(11)		(8)		(20)		(19)
Interest income	Interest income	(2)		(9)		(4)		(26)		Interest income	(28)		(2)		(31)		(4)
Other (gains) losses, net	Other (gains) losses, net	(14)		32		(61)		60		Other (gains) losses, net	68		(14)		212		(61)
Total other expenses (income)	Total other expenses (income)	92		112		145		146		Total other expenses (income)	122		92		347		145

INCOME (LOSS) BEFORE INCOME TAXES		502		(1,239)		648		(1,383)
PROVISION (BENEFIT) FOR INCOME TAXES		154		(324)		185		(374)
INCOME BEFORE INCOME TAXES										INCOME BEFORE INCOME TAXES	1,036		502		660		648
PROVISION FOR INCOME TAXES										PROVISION FOR INCOME TAXES	276		154		178		185

NET INCOME (LOSS)		$	348	$	(915)	$	463	$	(1,009)
NET INCOME										NET INCOME	$	760	$	348	$	482	$	463

NET INCOME (LOSS) PER SHARE, BASIC		$	0.59	$	(1.63)	$	0.78	$	(1.87)
NET INCOME PER SHARE, BASIC										NET INCOME PER SHARE, BASIC	$	1.29	$	0.59	$	0.83	$	0.78

NET INCOME (LOSS) PER SHARE, DILUTED		$	0.57	$	(1.63)	$	0.76	$	(1.87)
NET INCOME PER SHARE, DILUTED										NET INCOME PER SHARE, DILUTED	$	1.20	$	0.57	$	0.77	$	0.76

COMPREHENSIVE INCOME (LOSS)		$	544	$	(859)	$	723	$	(1,078)
COMPREHENSIVE INCOME										COMPREHENSIVE INCOME	$	674	$	544	$	899	$	723

WEIGHTED AVERAGE SHARES OUTSTANDING	WEIGHTED AVERAGE SHARES OUTSTANDING									WEIGHTED AVERAGE SHARES OUTSTANDING
Basic	Basic	591		563		591		539		Basic	593		591		593		591
Diluted	Diluted	615		563		612		539		Diluted	635		615		640		612

See accompanying notes.

Table of Contents

Southwest Airlines Co.

Condensed Consolidated Statement of Stockholders' Equity

(in millions, except per share amounts)

(unaudited)


		Common Stock		Capital in excess of par value		Retained earnings		Accumulated other comprehensive income (loss)		Treasury stock		Total			Common Stock		Capital in excess of par value		Retained earnings		Accumulated other comprehensive income		Treasury stock		Total
Balance at December 31, 2020		$	888	$	4,191	$	14,777	$	(105)	$	(10,875)	$	8,876
Balance at December 31, 2021														Balance at December 31, 2021	$	888	$	4,224	$	15,774	$	388	$	(10,860)	$	10,414

Cumulative effect of adopting Accounting Standards Update No. 2016-01, Financial Instruments (See Note 1)		—		—		19		(19)		—		0
Cumulative effect of adopting Accounting Standards Update No. 2020-06, Debt (See Note 3)														Cumulative effect of adopting Accounting Standards Update No. 2020-06, Debt (See Note 3)	—		(300)		55		—		—		(245)
Issuance of common and treasury stock pursuant to Employee stock plans	Issuance of common and treasury stock pursuant to Employee stock plans	—		(8)		—		—		8		0		Issuance of common and treasury stock pursuant to Employee stock plans	—		—		—		—		7		7
Share-based compensation	Share-based compensation	—		14		—		—		—		14		Share-based compensation	—		16		—		—		—		16

Stock warrants		—		23		—		—		—		23

Comprehensive income	Comprehensive income	—		—		116		64		—		180		Comprehensive income	—		—		(278)		503		—		225
Balance at March 31, 2021		$	888	$	4,220	$	14,912	$	(60)	$	(10,867)	$	9,093
Balance at March 31, 2022														Balance at March 31, 2022	$	888	$	3,940	$	15,551	$	891	$	(10,853)	$	10,417

Issuance of common and treasury stock pursuant to Employee stock plans	Issuance of common and treasury stock pursuant to Employee stock plans	—		11		—		—		2		13		Issuance of common and treasury stock pursuant to Employee stock plans	—		10		—		—		3		13
Share-based compensation	Share-based compensation	—		16		—		—		—		16		Share-based compensation	—		16		—		—		—		16
Stock warrants		—		22		—		—		—		22

Comprehensive income		—		—		348		196		—		544
Balance at June 30, 2021		$	888	$	4,269	$	15,260	$	136	$	(10,865)	$	9,688

Comprehensive income (loss)														Comprehensive income (loss)	—		—		760		(86)		—		674
Balance at June 30, 2022														Balance at June 30, 2022	$	888	$	3,966	$	16,311	$	805	$	(10,850)	$	11,120

Common Stock Capital in excess of par value Retained earnings Accumulated other comprehensive income (loss) Treasury stock Total
Balance at December 31, 2019 $ 808 $ 1,581 $ 17,945 $ (61) $ (10,441) $ 9,832
Repurchase of common stock — — — — (451) (451)
Issuance of common and treasury stock pursuant to Employee stock plans — (8) — — 6 (2)
Share-based compensation — 9 — — — 9
Cash dividends, $0.180 per share — — (94) — — (94)
Comprehensive loss — — (94) (125) — (219)
Balance at March 31, 2020 $ 808 $ 1,582 $ 17,757 $ (186) $ (10,886) $ 9,075
Issuance of common stock, net of issuance costs 80 2,144 — — — 2,224
Issuance of common and treasury stock pursuant to Employee stock plans — 8 — 5 13
Share-based compensation — (2) — — — (2)
Stock warrants — 35 — — — 35
Equity feature of convertible notes, net of issuance costs — 392 — — — 392
Comprehensive income (loss) — — (915) 56 — (859)
Balance at June 30, 2020 $ 888 $ 4,159 $ 16,842 $ (130) $ (10,881) $ 10,878



	Common Stock		Capital in excess of par value		Retained earnings		Accumulated other comprehensive income (loss)		Treasury stock		Total
Balance at December 31, 2020	$	888	$	4,191	$	14,777	$	(105)	$	(10,875)	$	8,876

Cumulative effect of adopting Accounting Standards Update No. 2016-01, Financial Instruments	—		—		19		(19)		—		—
Issuance of common and treasury stock pursuant to Employee stock plans	—		(8)		—		—		8		—
Share-based compensation	—		14		—		—		—		14

Stock warrants	—		23		—		—		—		23
Comprehensive income	—		—		116		64		—		180
Balance at March 31, 2021	$	888	$	4,220	$	14,912	$	(60)	$	(10,867)	$	9,093


Issuance of common and treasury stock pursuant to Employee stock plans	—		11		—		—		2		13
Share-based compensation	—		16		—		—		—		16
Stock warrants	—		22		—		—		—		22


Comprehensive income (loss)	—		—		348		196		—		544
Balance at June 30, 2021	$	888	$	4,269	$	15,260	$	136	$	(10,865)	$	9,688

See accompanying notes.

Table of Contents

Southwest Airlines Co.

Condensed Consolidated Statement of Cash Flows

(in millions)

(unaudited)

Three months ended Six months ended
June 30, June 30,
2021 2020 2021 2020
CASH FLOWS FROM OPERATING ACTIVITIES:
Net income (loss) $ 348 $ (915) $ 463 $ (1,009)
Adjustments to reconcile net income (loss) to cash provided by operating activities:
Depreciation and amortization 315 313 627 624
Unrealized/realized (gain) loss on fuel derivative instruments (17) 6 (23) 8
Deferred income taxes (30) (181) (26) (230)
Gain on sale-leaseback transactions 0 (222) 0 (222)
Changes in certain assets and liabilities:
Accounts and other receivables (563) (119) (797) 64
Other assets 16 224 5 282
Accounts payable and accrued liabilities 989 1,200 923 (90)
Air traffic liability 946 667 1,546 1,368
Other liabilities (64) (74) (186) (206)
Cash collateral received from derivative counterparties 48 12 86 7
Other, net 17 (14) 32 (76)
Net cash provided by operating activities 2,005 897 2,650 520
CASH FLOWS FROM INVESTING ACTIVITIES:
Capital expenditures (95) (113) (190) (336)
Supplier proceeds 0 128 0 428
Proceeds from sale-leaseback transactions 0 815 0 815
Purchases of short-term investments (1,651) (1,316) (2,975) (2,345)
Proceeds from sales of short-term and other investments 1,277 818 2,495 1,765
Net cash provided by (used in) investing activities (469) 332 (670) 327
CASH FLOWS FROM FINANCING ACTIVITIES:
Issuance of common stock 0 2,294 0 2,294
Proceeds from issuance of long-term debt 0 3,997 0 4,497
Proceeds from term loan credit facility 0 2,683 0 3,683
Proceeds from revolving credit facility 0 0 0 1,000
Proceeds from convertible notes 0 2,300 0 2,300
Proceeds from Payroll Support Program loan and warrants 625 885 1,136 885
Proceeds from Employee stock plans 13 13 26 24
Repurchase of common stock 0 0 0 (451)
Payments of long-term debt and finance lease obligations (43) (159) (109) (237)
Payments of term loan credit facility 0 (3,683) 0 (3,683)
Payments of revolving credit facility 0 (1,000) 0 (1,000)
Payments of cash dividends 0 0 0 (188)
Capitalized financing items 0 (171) 0 (176)
Other, net 22 23 28 8
Net cash provided by financing activities 617 7,182 1,081 8,956
NET CHANGE IN CASH AND CASH EQUIVALENTS 2,153 8,411 3,061 9,803
CASH AND CASH EQUIVALENTS AT BEGINNING OF PERIOD 11,971 3,940 11,063 2,548
CASH AND CASH EQUIVALENTS AT END OF PERIOD $ 14,124 $ 12,351 $ 14,124 $ 12,351


		Three months ended				Six months ended					Three months ended				Six months ended
		June 30,				June 30,					June 30,				June 30,
											2022		2021		2022		2021
CASH FLOWS FROM OPERATING ACTIVITIES:										CASH FLOWS FROM OPERATING ACTIVITIES:
Net income										Net income	$	760	$	348	$	482	$	463
Adjustments to reconcile net income to cash provided by operating activities:										Adjustments to reconcile net income to cash provided by operating activities:
Depreciation and amortization										Depreciation and amortization	325		315		649		627

Impairment of long-lived assets										Impairment of long-lived assets	15		—		31		—
Unrealized mark-to-market adjustment on available for sale securities										Unrealized mark-to-market adjustment on available for sale securities	4		—		7		—
Unrealized/realized (gain) loss on fuel derivative instruments										Unrealized/realized (gain) loss on fuel derivative instruments	(20)		(17)		15		(23)
Deferred income taxes										Deferred income taxes	272		(30)		174		(26)

Loss on partial extinguishment of convertible and unsecured notes										Loss on partial extinguishment of convertible and unsecured notes	43		—		116		—
Changes in certain assets and liabilities:										Changes in certain assets and liabilities:
Accounts and other receivables										Accounts and other receivables	439		(563)		105		(797)
Other assets										Other assets	(1)		16		(45)		5
Accounts payable and accrued liabilities										Accounts payable and accrued liabilities	328		989		506		923
Air traffic liability										Air traffic liability	(92)		946		793		1,546
Other liabilities										Other liabilities	(103)		(64)		(209)		(186)

Cash collateral received from (provided to) derivative counterparties										Cash collateral received from (provided to) derivative counterparties	(101)		48		284		86
Other, net										Other, net	37		17		69		32
Net cash provided by operating activities										Net cash provided by operating activities	1,906		2,005		2,977		2,650

CASH FLOWS FROM INVESTING ACTIVITIES:										CASH FLOWS FROM INVESTING ACTIVITIES:
Capital expenditures										Capital expenditures	(987)		(95)		(1,497)		(190)

Assets constructed for others										Assets constructed for others	(3)		—		(6)		—

Purchases of short-term investments										Purchases of short-term investments	(1,545)		(1,651)		(2,470)		(2,975)
Proceeds from sales of short-term and other investments										Proceeds from sales of short-term and other investments	980		1,277		2,280		2,495

Net cash used in investing activities										Net cash used in investing activities	(1,555)		(469)		(1,693)		(670)

CASH FLOWS FROM FINANCING ACTIVITIES:										CASH FLOWS FROM FINANCING ACTIVITIES:

Proceeds from Payroll Support Program loan and warrants										Proceeds from Payroll Support Program loan and warrants	—		625		—		1,136

Proceeds from Employee stock plans										Proceeds from Employee stock plans	13		13		19		26

Payments of long-term debt and finance lease obligations										Payments of long-term debt and finance lease obligations	(53)		(43)		(146)		(109)

Payments for repurchases and conversions of convertible debt										Payments for repurchases and conversions of convertible debt	(178)		—		(409)		—

Other, net										Other, net	3		22		6		28
Net cash provided by (used in) financing activities										Net cash provided by (used in) financing activities	(215)		617		(530)		1,081

NET CHANGE IN CASH AND CASH EQUIVALENTS										NET CHANGE IN CASH AND CASH EQUIVALENTS	136		2,153		754		3,061
CASH AND CASH EQUIVALENTS AT BEGINNING OF PERIOD										CASH AND CASH EQUIVALENTS AT BEGINNING OF PERIOD	13,098		11,971		12,480		11,063

CASH AND CASH EQUIVALENTS AT END OF PERIOD										CASH AND CASH EQUIVALENTS AT END OF PERIOD	$	13,234	$	14,124	$	13,234	$	14,124
		2021		2020		2021		2020
CASH PAYMENTS FOR:	CASH PAYMENTS FOR:									CASH PAYMENTS FOR:
Interest, net of amount capitalized	Interest, net of amount capitalized	$	150	$	40	$	167	$	54	Interest, net of amount capitalized	$	141	$	150	$	161	$	167
Income taxes	Income taxes	$	176	$	5	$	177	$	10	Income taxes	$	7	$	176	$	11	$	177

SUPPLEMENTAL DISCLOSURE OF NONCASH TRANSACTIONS:	SUPPLEMENTAL DISCLOSURE OF NONCASH TRANSACTIONS:									SUPPLEMENTAL DISCLOSURE OF NONCASH TRANSACTIONS:
Adoption of Accounting Standards Update 2020-06, Debt (See Note 3)										Adoption of Accounting Standards Update 2020-06, Debt (See Note 3)	$	—	$	—	$	245	$	—
Right-of-use assets acquired under operating leases	Right-of-use assets acquired under operating leases	$	12	$	661	$	230	$	686	Right-of-use assets acquired under operating leases	$	3	$	12	$	27	$	230
Flight equipment acquired against supplier credit memo	Flight equipment acquired against supplier credit memo	$	207	$	0	$	512	$	0	Flight equipment acquired against supplier credit memo	$	—	$	207	$	—	$	512
Assets constructed for others	Assets constructed for others	$	(341)	$	41	$	(309)	$	75	Assets constructed for others	$	—	$	(341)	$	—	$	(309)

See accompanying notes.

Table of Contents

Southwest Airlines Co.

Notes to Condensed Consolidated Financial Statements

(unaudited)

1. Basis of Presentation

2. Worldwide Pandemic

3. New Accounting Pronouncements

4. Financial Derivative Instruments

5. Comprehensive Income

6. Revenue

7. Net Income Per Share

8. Fair Value Measurements

9. Supplemental Financial Information

10. Commitments and Contingencies

11. Financing Activities


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

1. BASIS OF PRESENTATION

Southwest Airlines Co. (the "Company" or "Southwest") operates Southwest Airlines, a major passenger airline that provides scheduled air transportation in the United States and near-international markets. The unaudited Condensed Consolidated Financial Statements include accounts of the Company and its wholly owned subsidiaries.

The accompanying unaudited Condensed Consolidated Financial Statements of the Company and its subsidiaries have been prepared in accordance with accounting principles generally accepted in the United States for interim financial information and with the instructions to Form 10-Q and Article 10 of Regulation S-X. Accordingly, they do not include all of the information and footnotes required by generally accepted accounting principles in the United States ("GAAP") for complete financial statements. The unaudited Condensed Consolidated Financial Statements for the interim periods ended June 30, ~~2021~~2022 and ~~2020~~2021 include all adjustments which are, in the opinion of management, necessary for a fair presentation of the results for the interim periods. This includes all normal and recurring adjustments and elimination of significant intercompany transactions. Financial results for the Company and airlines in general can be seasonal in nature. In many years, the Company's revenues, as well as its Operating income and Net income, have been better in its second and third fiscal quarters than in its first and fourth fiscal quarters. However, beginning in early 2020, as a result of the COVID-19 pandemic, the Company's results have not always been in line with such historical trends. See Note 2 for further information. Air travel is also significantly impacted by general economic conditions, the amount of disposable income available to consumers and changes in consumer behavior, unemployment levels, corporate travel budgets, global pandemics such as COVID-19, extreme or severe weather and natural disasters, fears of terrorism or war, governmental actions, and other factors beyond the Company's control. These and other factors, such as the price of jet fuel in some periods, the nature of the Company's fuel hedging program, and the periodic volatility of commodities used by the Company for hedging jet fuel, have created, and may continue to create, significant volatility in the Company's financial results. See Note 4 for further information on fuel and the Company's hedging program. Operating results for the three and six months ended June 30, ~~2021,~~2022, are not necessarily indicative of the results that may be expected for future quarters or for the year ended December 31, ~~2021.~~2022. For further information, refer to the Consolidated Financial Statements and footnotes thereto included in the Company's Annual Report on Form 10-K for the year ended December 31, ~~2020.~~2021.

In the unaudited Condensed Consolidated Statement of Comprehensive Income (Loss), for the six months ended June 30, 2021, Payroll support and voluntary Employee programs, net, includes the correction of previously underaccrued payroll tax credits, related to fourth quarter 2020, of $88 million, pre-tax. Other gains and losses, net, includes gains of $60 million, pre-tax, to correct investment gains related to prior periods previously recorded in Accumulated other comprehensive income (loss) ("AOCI").

In the unaudited Condensed Consolidated Statement of Stockholders' Equity, for the six months ended June 30, 2021, the Company recorded a decrease of $19 million, net of tax, in AOCI and a corresponding increase in Retained earnings to correct the amount of the impact of the cumulative effect of adopting Accounting Standards Update ("ASU") 2016-01, Financial Instruments in 2018.

~~These corrections are not considered material to prior period financial statements and are not expected to be material to the full year 2021 financial statements.~~


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

2. WORLDWIDE PANDEMIC

As a result of the rapid spread of the novel coronavirus, COVID-19, throughout the world, including into the United States, on March 11, 2020, the World Health Organization classified the virus as a pandemic. The speed with which the effects of the COVID-19 pandemic changed the U.S. economic landscape, outlook, and in particular the travel industry, was swift and unexpected. The Company ~~saw a negative impact on~~experienced significant disruptions in travel and reduced bookings ~~for future travel~~ throughout ~~2020. The Company proactively canceled a significant portion~~the remainder of ~~its scheduled flights in March~~ 2020 and ~~continued adjusting capacity throughout 2020, as~~for the ~~Company grounded a significant portion~~entirety of ~~its fleet and operated a significantly reduced portion of its previously scheduled capacity. The Company continued to experience negative impacts to passenger demand and bookings early in~~ 2021 ~~due to the pandemic, in particular with respect to business travel, although~~ as a result of ~~declining reported~~the pandemic and subsequent variants of COVID-19. Following a significant negative impact to revenues and bookings in January and February 2022, which included increased trip cancellations and staffing challenges associated with the Omicron variant, the Company saw improvements in revenue trends in March 2022 and throughout second quarter 2022 as COVID-19 cases ~~throughout the United States, easing travel restrictions, lifting of business restrictions, and an increase in the number of individuals vaccinated, domestic leisure travel demand~~significantly trended downward and bookings ~~improved during second quarter 2021.~~for summer travel accelerated. The Company continues to monitor demand for air travel and proactively adjust its published flight schedules and capacity.

Since the start of the pandemic, the Company entered into definitive documentation with the United States Department of the Treasury ("Treasury") with respect to payroll funding support ("Payroll Support") pursuant to three separate Payroll Support ~~programs as described below.~~

~~In April 2020,~~programs: the ~~Company entered into definitive documentation (the~~ "PSP1 Payroll Support Program"~~) with Treasury with respect to Payroll Support~~ in April 2020 under the Coronavirus Aid, Relief, and Economic Security Act ("CARES Act")~~. During 2020,~~; the ~~Company received a total of $3.4 billion of relief funds~~"PSP2 Payroll Support Program” in January 2021 under the ~~CARES Act.~~ Consolidated Appropriations Act, 2021; and the "PSP3 Payroll Support Program" in April 2021 under the American Rescue Plan Act of 2021.

As consideration for ~~this~~its receipt of funding under each of these Payroll Support programs, the Company issued a promissory note in favor of Treasury (classified as a component of Long term debt less current maturities in the unaudited Condensed Consolidated Balance Sheet) and entered into a warrant agreement with Treasury ~~pursuant to which the Company agreed to issue warrants to purchase common stock~~(classified as a component of ~~the Company to Treasury. During 2020, the Company provided the promissory note~~Stockholders' equity in the ~~aggregate amount of $976 million~~unaudited Condensed Consolidated Balance Sheet). The following table provides the details from the PSP1, PSP2 and ~~issued warrants valued at a total of $40 million to purchase up to an aggregate of 2.7 million shares of the Company's common stock, subject to adjustment pursuant to the terms of the warrants.~~PSP3 Payroll Support programs:

In January 2021, the Company entered into definitive documentation (the "PSP2 Payroll Support Program") with Treasury with respect to Payroll Support under the Consolidated Appropriations Act, 2021 ("Consolidated Appropriations Act"). During the first six months of 2021, the Company received a total of $2.0 billion of relief funds under the Consolidated Appropriations Act. As consideration for this Payroll Support, the Company issued a promissory note ("PSP2 Note") in favor of Treasury and entered into a warrant agreement with Treasury, pursuant to which the Company agreed to issue warrants ("PSP2 Warrants") to purchase common stock of the Company to Treasury. Each PSP2 Warrant is exercisable at a strike price of $46.28 per share of common stock and will expire on the fifth anniversary of the issue date of such PSP2 Warrant. During 2021, the Company provided the promissory note in the aggregate amount of $566 million and issued warrants valued at a total of $27 million to purchase up to an aggregate of 1.2 million shares of the Company's common stock, subject to adjustment pursuant to the terms of the warrants.


(dollars in millions, shares in thousands)	Grant		Promissory Note		Warrants		Total Payroll Support Proceeds		Warrants (shares)	Warrant strike price	Promissory Note Maturity Date


PSP1	$	2,337	$	976	$	40	$	3,354	2,676	$36.47/share	April 19, 2030







PSP2	$	1,393	$	566	$	27	$	1,987	1,223	$46.28/share	January 15, 2031





PSP3	$	1,310	$	526	$	18	$	1,852	899	$58.51/share	April 23, 2031




Total	$	5,040	$	2,068	$	85	$	7,193	4,798

The PSP2 Note matures in full on January 15, 2031, and is subject to mandatory prepayment requirements in connection with certain change of control triggering events that may occur prior to its maturity. Amounts outstanding under the PSP2 Note bear interest at a rate of 1.00 percent before January 15, 2026, and, afterwards, at a rate equal to the Secured Overnight Financing Rate (SOFR) or other benchmark replacement rate consistent with customary market conventions plus a margin of 2.00 percent. The PSP2 Note contains customary representations and warranties and events of default.

In April 2021, the Company entered into definitive documentation (the "PSP3 Payroll Support Program") with Treasury with respect to Payroll Support under the American Rescue Plan Act of 2021 ("American Rescue Act"). During second quarter 2021, the Company received a total of $1.9 billion of relief funds under the American Rescue Act. As consideration for this Payroll Support, the Company issued a promissory note ("PSP3 Note") in favor of Treasury and entered into a warrant agreement with Treasury, pursuant to which the Company agreed to issue warrants ("PSP3 Warrants") to purchase common stock of the Company to Treasury. Each PSP3 Warrant is

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

exercisable at a strike price of $58.51 per share of common stock and will expire on the fifth anniversary of the issue date of such PSP3 Warrant. During second quarter 2021, the Company provided the promissory note in the aggregate amount of $526 million and issued warrants valued at a total of $18 million to purchase up to an aggregate of 899 thousand shares of the Company's common stock, subject to adjustment pursuant to the terms of the warrants.

The PSP3 Note matures in full on April 23, 2031, and is subject to mandatory prepayment requirements in connection with certain change of control triggering events that may occur prior to its maturity. Amounts outstanding under the PSP3 Note bear interest at a rate of 1.00 percent before April 23, 2026, and, afterwards, at a rate equal to the Secured Overnight Financing Rate (SOFR) or other benchmark replacement rate consistent with customary market conventions plus a margin of 2.00 percent. The PSP3 Note contains customary representations and warranties and events of default.

~~Pursuant to the PSP3 Payroll Support Program, in~~ connection with the receipt of Payroll Support, the Company is subject to certain restrictions, including prohibitions against involuntary furloughs and reductions in employee pay rates and benefits through the later of September 30, 2021, and the date the Company has expended all of the Payroll Support under the PSP3 Payroll Support Program; the elimination of share repurchases and dividends through September 30, 2022; and limits on executive compensation until April 1, 2023.

Under each of the three Payroll Support programs, funds were received in multiple disbursements. Upon each initial disbursement of Payroll Support under each of the three Payroll Support programs, the Company provided a promissory note and issued warrants to Treasury. Upon each subsequent disbursement of Payroll Support under each of the three Payroll Support programs, (i) the principal amount of the applicable promissory note was increased and (ii) the Company issued additional warrants to Treasury.

~~Under each of the 3 Payroll Support programs, funds~~ received were used solely to pay qualifying employee salaries, wages, and benefits. ~~The allocated to date~~All grant portions of the Payroll Support programs received ~~have~~had been allocated and classified as a contra-expense line item in the Company's financial statements by the end of 2021, including approximately $724 million and $1.9 billion for the three and six months ended June 30, 2021, in the accompanying unaudited Condensed Consolidated Statement of Comprehensive Income (Loss). The Company currently expects the remaining unallocated grant portion of Payroll Support of $763 million will be classified as a contra-expense line item in the unaudited Condensed Consolidated Statement of Comprehensive Income (Loss) in third quarter 2021. The Company has an option to prepay the promissory notes at any time without premium or penalty. Warrants will be settled through net share settlement or net cash settlement, at the Company’s option. The Company has also granted Treasury certain demand underwritten offering and piggyback registration rights with respect to the warrants and the underlying common stock. The warrants do not have voting rights and include adjustments for below market issuances, payment of dividends, and other customary anti-dilution provisions. Refer to the table below for more detail.

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

(in millions, except shares in thousands) Grant Promissory Note Warrants ($) Total Payroll Support Proceeds Warrants (shares)
PSP1 Payroll Support Program
April 21, 2020 $ 1,152 $ 459 $ 18 $ 1,630 1,258
May 29, 2020 448 196 8 652 536
June 30, 2020 448 196 9 652 536
July 30, 2020 225 97 3 326 268
September 30, 2020 64 28 2 94 78
$ 2,337 $ 976 $ 40 $ 3,354 2,676
PSP2 Payroll Support Program
January 15, 2021 $ 625 $ 229 $ 9 $ 864 495
March 5, 2021 591 259 14 864 560
April 23, 2021 177 78 4 259 168
$ 1,393 $ 566 $ 27 $ 1,987 1,223
PSP3 Payroll Support Program
April 23, 2021 $ 670 $ 248 $ 9 $ 926 424
June 3, 2021 640 278 9 926 475
$ 1,310 $ 526 $ 18 $ 1,852 899
Total $ 5,040 $ 2,068 $ 85 $ 7,193 4,798
Income.

On June 1, 2020, the Company announced Voluntary Separation Program 2020 ("Voluntary Separation Program"), a voluntary separation program that allowed eligible Employees the opportunity to voluntarily separate from the


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

Company in exchange for severance, medical/dental coverage for a specified period of time, and travel privileges based on years of service. ~~Virtually all of the Company’s Employees hired before June 1, 2020 were eligible to participate in Voluntary Separation Program.~~ A total of over 4,200 Employees ~~initially~~ elected to participate in Voluntary Separation Program.

In conjunction with Voluntary Separation Program, the Company also offered certain contract Employees the option to take voluntary Extended Emergency Time Off ("Extended ETO"), for periods between six and 18 months, with the exception of Pilots, who could elect to take Extended ETO for periods of up to five years, all subject to early recalls. Approximately ~~11,000~~12,000 Employees participated in the Extended ETO ~~program. During second quarter~~program in 2020 and 2021 ~~approximately 7,000~~combined. The Company had no Employees ~~returned from the Extended ETO program and 1,466 Employees remained~~remaining on Extended ETO leave as of June 30, 2021. Employees taking Extended ETO do not perform any work for the Company and are considered inactive while on leave, but do get paid a portion of their wages and continue to receive all associated benefits, as well as accrue service credit for all benefits. Contract employees who elected to take Extended ETO for periods between 12 and 18 months and had 10 or more years of service were given the opportunity to convert to the Voluntary Separation Program beginning on September 1, 2020, until up to 90 days before the end of their respective Extended ETO term. Approximately 300 Employees elected this conversion option during the first six months of 2021.past March 31, 2022.

The purpose of Voluntary Separation Program and Extended ETO was to maintain a reduced workforce to operate at reduced capacity relative to the Company's operations prior to the COVID-19 pandemic. In accordance with the accounting guidance in ~~ASC~~Accounting Standards Codification ("ASC") Topic 712 (Compensation — Nonretirement Postemployment Benefits), the Company accrued charges related to the special termination benefits described above upon Employees accepting Voluntary Separation Program or Extended ETO offers. The Company accrued expenses totaling $1.4 billion for its Voluntary Separation Program and Extended ETO program in 2020, which are being reduced as program benefits are paid. For both the Voluntary Separation Program and Extended ETO programs combined, approximately ~~$348~~$60 million of the liability balances were relieved during the first ~~and second quarter 2021~~six months of 2022 through payments to Employees, leaving a

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

balance of ~~$436~~$269 million as of June 30, ~~2021.~~2022. The ~~balance consists of future wages and some benefits for~~liability associated with the ~~Employees that will not be working during their leave, or who have been permanently separated. The Company accrued amounts for up to the first 18 months from inception for all Employees that elected~~ Extended ETO but did not include amounts related to Pilots for periods beyond February 2022, based on the uncertainty of the Company's future capacity levels, and because it is not currently probable that such Employees will not be recalled to work beyond that timeframe.program was fully relieved at March 31, 2022. During the first ~~half~~six months of 2021, the Company determined that it was no longer probable that athe remaining portion of the Employees on Extended ETO would remain on such leave for their entire elected term. Therefore, a portion of the accruals previously recorded were reversed, resulting in a net ~~$115 million and $15~~$130 million credit to expense induring the first six months of 2021. Both the initial charge and ~~second quarter 2021, respectively. Future adjustments to~~ the ~~amounts accrued may become necessary at a later date. Both of these items are~~partial reversal were classified within Payroll support and voluntary Employee programs, net, in the accompanying unaudited Condensed Consolidated Statement of Comprehensive Income (Loss), and are in addition to the allocation of the PSP2 Payroll Support Program and PSP3 Payroll Support Program funds utilized to fund salaries, wages, and benefits, which totaled $724 million and $1.9 billion for the three and six months ended June 30, 2021, respectively.Income.

In response to flight schedule adjustments due to the effects of the COVID-19 pandemic, a number of aircraft were taken out of the Company’s schedule beginning in late March 2020, and placed in short-term storage, as well as some in a longer term storage program. As of June 30, ~~2021, 39~~2022, four Boeing 737-700 aircraft remained in storage, all of which ~~are expected to be placed back into service by December 31, 2021. Given~~were retired from the ~~current expectation that these aircraft have been placed~~Company's fleet in ~~storage temporarily, the Company has continued to record depreciation expense associated with them.~~July 2022.

3. NEW ACCOUNTING PRONOUNCEMENTS

On May 3, 2021, the ~~Financial Accounting Standards Board (the "FASB")~~FASB issued ASU 2021-04, Earnings Per Share (Topic 260), Debt—Modifications and Extinguishments (Subtopic 470-50), Compensation—Stock Compensation (Topic 718), and Derivatives and Hedging—Contracts in Entity’s Own Equity (Subtopic 815-40): Issuer’s Accounting for Certain Modifications or Exchanges of Freestanding Equity-Classified Written Call Options. This new standard provides clarification and reduces diversity in an issuer’s accounting for modifications or exchanges of freestanding equity-classified written call options (such as warrants) that remain equity classified after modification or exchange. This standard is effective for fiscal years beginning after December 15, 2021, ~~including interim periods within those fiscal years. Issuers should apply~~and the ~~new~~ standard was adopted and applied prospectively ~~to modifications or exchanges occurring after~~by the effective date of the new standard. Early adoption is permitted, including adoption in an interim period. If an issuer elects to early adopt the new standard in an interim period, the guidance should be appliedCompany as of January 1, 2022, but the ~~beginning of the fiscal year that includes that interim period. The Company is evaluating this new standard, but does~~adoption and application did not ~~expect it to~~ have a ~~material~~significant impact on the Company's financial statements ~~or disclosures.~~and disclosures, including interim periods.

On January 7, 2021, the FASB issued ASU ~~No.~~ 2021-01, Reference Rate Reform (Topic 848). This new standard provides optional temporary guidance for entities transitioning away from London Interbank Offered Rate ("LIBOR") to new reference interest rates so that derivatives affected by the discounting transition are explicitly eligible for certain optional expedients and exceptions with Topic 848. These amendments do not apply to any contract modifications made after December 31, 2022, any new hedging relationships entered into after December 31, 2022, or to existing hedging relationships evaluated for effectiveness existing as of December 31, 2022, that apply certain optional practical expedients. This standard iswas effective immediately and may be applied (i) on a full retrospective basis as of any date from the beginning of an interim period that includes or is subsequent to March 12, 2020, or (ii) on a prospective basis to new modifications from any date within an interim period that includes or is subsequent to the date of the issuance of a final update, up to the date that financial statements are available to be


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

issued. The Company ~~is currently evaluating its contracts that reference LIBOR and the potential impacts of applying the optional temporary guidance under this standard. There were~~had no material LIBOR-related contract modifications during the six months ended June 30, ~~2021, and the Company will provide additional information about the transition to new reference rates for affected contracts and adoption of this standard at a future date, if material.~~2022.

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

On August 5, 2020, the FASB issued ASU ~~No.~~ 2020-06, Debt—Debt with Conversion and Other Options (Subtopic 470-20) and Derivatives and Hedging—Contracts in Entity’s Own Equity (Subtopic 815-40): Accounting for Convertible Instruments and Contracts in an Entity’s Own Equity. This new standard ~~reduces~~reduced the number of accounting models for convertible debt instruments and convertible preferred stock, ~~enhances information transparency by making~~made targeted improvements to the disclosures for convertible instruments and earnings-per-share ~~(EPS)~~("EPS") guidance, and ~~amends~~amended the guidance for the derivatives scope exception for contracts in an entity’s own equity to reduce form-over-substance-based accounting conclusions. This standard is effective for fiscal years beginning after December 15, ~~2021. The~~2021, and the Company ~~plans to adopt~~adopted this standard as of January 1, ~~2022.~~2022, utilizing the modified retrospective method. Under the modified approach, the Company applied guidance to all financial instruments that were outstanding as of the beginning of the year of adoption with the cumulative effect recognized as an adjustment to the opening balance of retained earnings. Upon adoption, the Company ~~will reclassify~~reclassified the remaining equity component of $300 million, from Additional paid-in capital to Long-term debt associated with its ~~convertible notes,~~1.25% Convertible Senior Notes due 2025 (the “Convertible Notes”), and no longer ~~record~~records amortization of the debt discount to Interest expense. The ~~computation~~cumulative effect from prior period amortization of ~~diluted net income (loss) per share will be affected in the numerator as the Company will no longer record~~ the debt discount ~~amortization in~~that has been recorded to Interest expense, ~~and may have~~offset by reductions to ~~add back Interest expense~~Capital in excess of par value related to the ~~numerator.~~requisition of the equity component through previous repurchases, resulted in a $55 million adjustment to the opening balance of Retained earnings upon adoption. The ~~denominator could also be affected as~~new standard requires the ~~Company will be required to~~ use of the if-converted method to calculate diluted ~~shares.~~EPS, which is generally more dilutive, rather than the treasury stock method as was the Company's policy pre-adoption. For the three and six months ended June 30, 2022, the impacts of adopting this new standard were decreases to the Company's Net income in the amounts of $21 million, or $0.20 per diluted share, and $57 million, or $0.21 per diluted share, respectively, as a result of higher losses recognized on the Company’s extinguishment transactions following the elimination of the equity component of the Convertible Notes, partially offset by the elimination of the non-cash interest expense associated with the prior debt discount amortization. See Note 7.


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

4. FINANCIAL DERIVATIVE INSTRUMENTS

Fuel Contracts

Airline operators are inherently dependent upon energy to operate and, therefore, are impacted by changes in jet fuel prices. Furthermore, jet fuel and oil typically represents one of the largest operating expenses for airlines. The Company endeavors to acquire jet fuel at the lowest possible cost and to reduce volatility in operating expenses through its fuel hedging program. Although the Company may periodically enter into jet fuel derivatives for short-term timeframes, because jet fuel is not widely traded on an organized futures exchange, there are limited opportunities to hedge directly in jet fuel for time horizons longer than approximately 24 months into the future. However, the Company has found that financial derivative instruments in other commodities, such as West Texas Intermediate ("WTI") crude oil, Brent crude oil, and refined products, such as heating oil and unleaded gasoline, can be useful in decreasing its exposure to jet fuel price volatility. The Company does not purchase or hold any financial derivative instruments for trading or speculative purposes.

The Company has used financial derivative instruments for both short-term and long-term timeframes, and primarily uses a mixture of purchased call options, collar structures (which include both a purchased call option and a sold put option), call spreads (which include a purchased call option and a sold call option), put spreads (which include a purchased put option and a sold put option), and fixed price swap agreements in its portfolio. Although the use of collar structures and swap agreements can reduce the overall cost of hedging, these instruments carry more risk than purchased call options in that the Company could end up in a liability position when the collar structure or swap agreement settles. With the use of purchased call options and call spreads, the Company cannot be in a liability position at settlement, but does not have coverage once market prices fall below the strike price of the purchased call option.

For the purpose of evaluating its net cash spend for jet fuel and for forecasting its future estimated jet fuel expense, the Company evaluates its hedge volumes strictly from an "economic" standpoint and thus does not consider whether the hedges have qualified or will qualify for hedge accounting. The Company defines its "economic" hedge as the net volume of fuel derivative contracts held, including the impact of positions that have been offset through sold positions, regardless of whether those contracts qualify for hedge accounting. The level at which the Company is economically hedged for a particular period is also dependent on current market prices for that period, as well as the types of derivative instruments held and the strike prices of those instruments. For example, the Company may enter into "out-of-the-money" option contracts (including "catastrophic" protection), which may not generate intrinsic gains at settlement if market prices do not rise above the option strike price. Therefore, even though the Company may have an economic hedge in place for a particular period, that hedge may not produce any hedging gains at settlement and may even produce hedging losses depending on market prices, the types of instruments held, and the strike prices of those instruments.

1312


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

As of June 30, ~~2021,~~2022, the Company had fuel derivative instruments in place to provide coverage ~~in future periods~~ at varying price levels. The following table provides information about the Company’s volume of fuel hedging on an economic basis:

Maximum fuel hedged as of
June 30, 2021 Derivative underlying commodity type as of
Period (by year) (gallons in millions) (a) June 30, 2021
Remainder of 2021 641 WTI crude oil and Brent crude oil
2022 1,220 WTI crude oil and Brent crude oil
2023 643 WTI crude oil and Brent crude oil
Beyond 2023 106 WTI crude oil

Maximum fuel hedged as of

June 30, 2022

Derivative underlying commodity type as of

Period (by year)

(gallons in millions) (a)

June 30, 2022

Remainder of 2022

610

WTI crude oil, Brent crude oil, and Heating oil

2023

769

WTI crude oil and Brent crude oil

2024

358

WTI crude oil

(a) Due to the types of derivatives utilized by the Company and different price levels of those contracts, these volumes represent the maximum economic hedge in place and may vary significantly as market prices and the Company's flight schedule fluctuate.

Upon proper qualification, the Company accounts for its fuel derivative instruments as cash flow hedges. Qualification is re-evaluated quarterly, and all periodic changes in fair value of the derivatives designated as hedges are recorded in ~~AOCI~~Accumulated other comprehensive income ("AOCI") until the underlying jet fuel is consumed. See Note 5.

If a derivative initially does not qualify or ceases to qualify for hedge accounting, any change in the fair value of the derivative ~~instruments~~instrument since the last reporting period would be recorded in Other (gains) losses, net, in the unaudited Condensed Consolidated Statement of Comprehensive Income ~~(Loss)~~ in the period of the change; however, any amounts previously recorded to AOCI would remain there until such time as the original forecasted transaction occurs, at which time these amounts would be reclassified to Fuel and oil expense. Factors that have and may continue to lead to the loss of hedge accounting include: significant fluctuation in energy prices, significant weather events affecting refinery capacity and the production of refined products, and the volatility of the different types of products the Company uses in hedging. Certain types of derivative instruments do not qualify for hedge accounting, including those that result in a net sold position (sold gallons exceeding purchased gallons). Increased volatility in ~~these~~certain commodity markets for an extended period of time, especially if such volatility were to worsen, could cause the Company to lose hedge accounting altogether for the commodities used in its fuel hedging program, which would create further volatility in the Company’s GAAP financial results. However, even though derivatives may not qualify for hedge accounting, the Company continues to hold the instruments as management believes derivative instruments continue to afford the Company the opportunity to stabilize jet fuel costs. When the Company has sold derivative positions in order to effectively "close" or offset a derivative already held as part of its fuel derivative instrument portfolio, any subsequent changes in fair value of those positions are marked to market through earnings. Likewise, any changes in fair value of those positions that were offset by entering into the sold positions and were de-designated as hedges are concurrently marked to market through earnings. However, any changes in value related to hedges that were deferred as part of AOCI while designated as a hedge would remain until the originally forecasted transaction occurs. In a situation where it becomes probable that a fuel hedged forecasted transaction will not occur, any gains and/or losses that have been recorded to AOCI would be required to be immediately reclassified into earnings.

~~Southwest Airlines Co.~~

~~Notes~~During 2021, as a result of the drop in demand for air travel compared with 2019 due to ~~Condensed Consolidated Financial Statements~~

~~(unaudited)~~the pandemic, the Company was in an estimated "over-hedged" position and was required to de-designate a portion of its fuel hedges for hedge accounting purposes. However, the impact of such de-designations was not material to 2021 financial results.

All cash flows associated with purchasing and selling fuel derivatives are classified as Other operating cash flows in the unaudited Condensed Consolidated Statement of Cash Flows. The following table presents the location of all assets and liabilities associated with the Company’s derivative instruments within the unaudited Condensed Consolidated Balance Sheet:


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

Asset derivatives Liability derivatives
Balance Sheet Fair value at Fair value at Fair value at Fair value at
(in millions) location 6/30/2021 12/31/2020 6/30/2021 12/31/2020
Derivatives designated as hedges (a)
Fuel derivative contracts (gross) Prepaid expenses and other current assets $ 204 $ 9 $ — $ —
Fuel derivative contracts (gross) Other assets 278 121 — —
Interest rate derivative contracts Other assets 1 — — —
Interest rate derivative contracts Other noncurrent liabilities — — 3 6
Total derivatives designated as hedges $ 483 $ 130 $ 3 $ 6
Derivatives not designated as hedges (a)
Fuel derivative contracts (gross) Prepaid expenses and other current assets $ 20 $ 4 $ — $ —
Total derivatives $ 503 $ 134 $ 3 $ 6


		Asset derivatives				Liability derivatives
	Balance Sheet	Fair value at		Fair value at		Fair value at		Fair value at
(in millions)	location	6/30/2022		12/31/2021		6/30/2022		12/31/2021
Derivatives designated as hedges (a)
Fuel derivative contracts (gross)	Prepaid expenses and other current assets	$	797	$	409	$	—	$	—
Fuel derivative contracts (gross)	Other assets	372		287		—		—



Interest rate derivative contracts	Other assets	11		—		—		—

Interest rate derivative contracts	Other noncurrent liabilities	—		—		—		4
Total derivatives designated as hedges		$	1,180	$	696	$	—	$	4
Derivatives not designated as hedges (a)
Fuel derivative contracts (gross)	Prepaid expenses and other current assets	$	125	$	—	$	167	$	—





Total derivatives		$	1,305	$	696	$	167	$	4

(a) Represents the position of each trade before consideration of offsetting positions with each counterparty and does not include the impact of cash collateral deposits provided to or received from counterparties. See discussion of credit risk and collateral following in this Note 4.

In addition, the Company had the following amounts associated with fuel derivative instruments and hedging activities in its unaudited Condensed Consolidated Balance Sheet:


		Balance Sheet	June 30,		December 31,			Balance Sheet	June 30,		December 31,
(in millions)	(in millions)	location	2021		2020		(in millions)	location	2022		2021
Cash collateral deposits held from counterparties for fuel contracts - current	Cash collateral deposits held from counterparties for fuel contracts - current	Offset against Prepaid expenses and other current assets	$	48	$	3	Cash collateral deposits held from counterparties for fuel contracts - current	Offset against Prepaid expenses and other current assets	$	297	$	80
Cash collateral deposits held from counterparties for fuel contracts - noncurrent	Cash collateral deposits held from counterparties for fuel contracts - noncurrent	Offset against Other assets	72		31		Cash collateral deposits held from counterparties for fuel contracts - noncurrent	Offset against Other assets	162		95

Receivable from third parties for fuel contracts							Receivable from third parties for fuel contracts	Accounts and other receivables	125		8

All of the Company's fuel derivative instruments and interest rate swaps are subject to agreements that follow the netting guidance in the applicable accounting standards for derivatives and hedging. The types of derivative instruments the Company has determined are subject to netting requirements in the accompanying unaudited Condensed Consolidated Balance Sheet are those in which the Company pays or receives cash for transactions with the same counterparty and in the same currency via one net payment or receipt. For cash collateral held by the Company or provided to counterparties, the Company nets such amounts against the fair value of the Company's derivative portfolio by each counterparty. The Company has elected to utilize netting for both its fuel derivative instruments and interest rate swap agreements and also classifies such amounts as either current or noncurrent, based on the net fair value position with each of the Company's counterparties in the unaudited Condensed Consolidated Balance Sheet. If its fuel derivative instruments are in a net asset position with a counterparty, cash collateral amounts held are first netted against current outstanding derivative asset amounts associated with that counterparty until that balance is zero, and then any remainder is applied against the fair value of noncurrent outstanding derivative instruments. As of June 30, ~~2021,~~2022, 0 cash collateral deposits were provided by or held by the Company based on its outstanding interest rate swap agreements.

1514


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

The Company has the following recognized financial assets and financial liabilities resulting from those transactions that meet the scope of the disclosure requirements as necessitated by applicable accounting guidance for balance sheet offsetting:


Offsetting of derivative assets	Offsetting of derivative assets																Offsetting of derivative assets
(in millions)	(in millions)																(in millions)
			(i)		(ii)		(iii) = (i) + (ii)			(i)		(ii)		(iii) = (i) + (ii)					(i)		(ii)			(iii) = (i) + (ii)			(i)		(ii)		(iii) = (i) + (ii)
			June 30, 2021							December 31, 2020									June 30, 2022								December 31, 2021
Description	Description	Balance Sheet location	Gross amounts of recognized assets		Gross amounts offset in the Balance Sheet		Net amounts of assets presented in the Balance Sheet			Gross amounts of recognized assets		Gross amounts offset in the Balance Sheet		Net amounts of assets presented in the Balance Sheet			Description	Balance Sheet location	Gross amounts of recognized assets		Gross amounts offset in the Balance Sheet			Net amounts of assets presented in the Balance Sheet			Gross amounts of recognized assets		Gross amounts offset in the Balance Sheet		Net amounts of assets presented in the Balance Sheet
Fuel derivative contracts	Fuel derivative contracts	Prepaid expenses and other current assets	$	224	$	(48)	$	176		$	13	$	(3)	$	10		Fuel derivative contracts	Prepaid expenses and other current assets	$	922	$	(464)	(b)	$	458		$	409	$	(80)	$	329
Fuel derivative contracts	Fuel derivative contracts	Other assets	$	278	$	(72)	$	206	(a)	$	121	$	(31)	$	90	(a)	Fuel derivative contracts	Other assets	$	372	$	(162)		$	210	(a)	$	287	$	(95)	$	192	(a)

Interest rate derivative contracts	Interest rate derivative contracts	Other assets	$	1	$	0	$	1	(a)	$	0	$	0	$	0	(a)	Interest rate derivative contracts	Other assets	$	11	$	—		$	11	(a)	$	—	$	—	$	—	(a)

(a) The net amounts of derivative assets and liabilities are reconciled to the individual line item amounts presented in the unaudited Condensed Consolidated Balance Sheet in Note 9.

(b) Includes the current portion of cash collateral deposits held from counterparties and derivative liability associated with fuel contracts.


Offsetting of derivative liabilities	Offsetting of derivative liabilities																Offsetting of derivative liabilities
(in millions)	(in millions)																(in millions)
			(i)		(ii)		(iii) = (i) + (ii)			(i)		(ii)		(iii) = (i) + (ii)					(i)		(ii)			(iii) = (i) + (ii)			(i)		(ii)		(iii) = (i) + (ii)
			June 30, 2021							December 31, 2020									June 30, 2022								December 31, 2021
Description	Description	Balance Sheet location	Gross amounts of recognized liabilities		Gross amounts offset in the Balance Sheet		Net amounts of liabilities presented in the Balance Sheet			Gross amounts of recognized liabilities		Gross amounts offset in the Balance Sheet		Net amounts of liabilities presented in the Balance Sheet			Description	Balance Sheet location	Gross amounts of recognized liabilities		Gross amounts offset in the Balance Sheet			Net amounts of liabilities presented in the Balance Sheet			Gross amounts of recognized liabilities		Gross amounts offset in the Balance Sheet		Net amounts of liabilities presented in the Balance Sheet
Fuel derivative contracts	Fuel derivative contracts	Prepaid expenses and other current assets	$	48	$	(48)	$	0		$	3	$	(3)	$	0		Fuel derivative contracts	Prepaid expenses and other current assets	$	464	$	(464)	(b)	$	—		$	80	$	(80)	$	—
Fuel derivative contracts	Fuel derivative contracts	Other assets	$	72	$	(72)	$	0	(a)	$	31	$	(31)	$	0	(a)	Fuel derivative contracts	Other assets	$	162	$	(162)		$	—	(a)	$	95	$	(95)	$	—	(a)

Interest rate derivative contracts	Interest rate derivative contracts	Other noncurrent liabilities	$	3	$	0	$	3		$	6	$	0	$	6		Interest rate derivative contracts	Other noncurrent liabilities	$	—	$	—		$	—		$	4	$	—	$	4

(a) The net amounts of derivative assets and liabilities are reconciled to the individual line item amounts presented in the unaudited Condensed Consolidated Balance Sheet in Note 9.

(b) Includes the current portion of cash collateral deposits held from counterparties and derivative liability associated with fuel contracts.

1615


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

The following tables present the impact of derivative instruments and their location within the unaudited Condensed Consolidated Statement of Comprehensive Income ~~(Loss)~~ for the three and six months ended June 30, ~~2021~~2022 and ~~2020:~~2021:


Location and amount recognized in income on cash flow and fair value hedging relationships	Location and amount recognized in income on cash flow and fair value hedging relationships													Location and amount recognized in income on cash flow and fair value hedging relationships
		Three months ended June 30, 2021						Three months ended June 30, 2020							Three months ended June 30, 2022				Three months ended June 30, 2021
(in millions)	(in millions)	Fuel and oil		Other (gains)/losses, net		Other operating expenses		Fuel and oil		Other (gains)/losses, net		Interest expense		(in millions)	Fuel and oil		Other operating expenses			Fuel and oil		Other operating expenses
Total	Total	$	12	$	0	$	1	$	14	$	14	$	3	Total	$	(306)	$	2		$	12	$	1

Loss on cash flow hedging relationships:
(Gain) loss on cash flow hedging relationships:														(Gain) loss on cash flow hedging relationships:
Commodity contracts:	Commodity contracts:													Commodity contracts:
Amount of loss reclassified from AOCI into income		12		0		0		14		14		0
Amount of (gain) loss reclassified from AOCI into income														Amount of (gain) loss reclassified from AOCI into income	(306)		—			12		—
Interest contracts:	Interest contracts:													Interest contracts:
Amount of loss reclassified from AOCI into income	Amount of loss reclassified from AOCI into income	0		0		1		0		0		1		Amount of loss reclassified from AOCI into income	—		2			—		1

Impact of fair value hedging relationships:
Interest contracts:
Hedged items		0		0		0		0		0		4
Derivatives designated as hedging instruments		0		0		0		0		0		(2)


Location and amount recognized in income on cash flow and fair value hedging relationships	Location and amount recognized in income on cash flow and fair value hedging relationships													Location and amount recognized in income on cash flow and fair value hedging relationships
		Six months ended June 30, 2021						Six months ended June 30, 2020							Six months ended June 30, 2022						Six months ended June 30, 2021
(in millions)	(in millions)	Fuel and oil		Other (gains)/losses, net		Other operating expenses		Fuel and oil		Other (gains)/losses, net		Interest expense		(in millions)	Fuel and oil		Other (gains)/losses, net		Other operating expenses		Fuel and oil		Other (gains)/losses, net		Other operating expenses
Total	Total	$	28	$	6	$	2	$	36	$	16	$	4	Total	$	(508)	$	—	$	3	$	28	$	6	$	2

Loss on cash flow hedging relationships:
(Gain) loss on cash flow hedging relationships														(Gain) loss on cash flow hedging relationships
Commodity contracts:	Commodity contracts:													Commodity contracts:
Amount of loss reclassified from AOCI into income		28		6		0		36		16		0
Amount of (gain) loss reclassified from AOCI into income														Amount of (gain) loss reclassified from AOCI into income	(508)		—		—		28		6		—
Interest contracts:	Interest contracts:													Interest contracts:
Amount of loss reclassified from AOCI into income	Amount of loss reclassified from AOCI into income	0		0		2		0		0		1		Amount of loss reclassified from AOCI into income	—		—		3		—		—		2

Impact of fair value hedging relationships:
Interest contracts:
Hedged items		0		0		0		0		0		7
Derivatives designated as hedging instruments		0		0		0		0		0		(4)


Derivatives designated and qualified in cash flow hedging relationships
	(Gain) loss recognized in AOCI on derivatives, net of tax
	Three months ended
	June 30,
(in millions)	2022		2021
Fuel derivative contracts	$	(140)	$	(192)
Interest rate derivatives	(7)		6
Total	$	(147)	$	(186)

1716


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)


Derivatives designated and qualified in cash flow hedging relationships	Derivatives designated and qualified in cash flow hedging relationships					Derivatives designated and qualified in cash flow hedging relationships
		(Gain) loss recognized in AOCI on derivatives, net of tax					(Gain) loss recognized in AOCI on derivatives, net of tax
		Three months ended					Six months ended
		June 30,					June 30,
(in millions)	(in millions)	2021		2020		(in millions)	2022		2021
Fuel derivative contracts	Fuel derivative contracts	$	(192)	$	(9)	Fuel derivative contracts	$	(792)	$	(275)
Interest rate derivatives	Interest rate derivatives	6		0		Interest rate derivatives	(12)		(4)
Total	Total	$	(186)	$	(9)	Total	$	(804)	$	(279)

Derivatives designated and qualified in cash flow hedging relationships
(Gain) loss recognized in AOCI on derivatives, net of tax
Six months ended
June 30,
(in millions) 2021 2020
Fuel derivative contracts $ (275) $ 75
Interest rate derivatives (4) 32
Total $ (279) $ 107


Derivatives not designated as hedges
	(Gain) loss recognized in income on derivatives

	Three months ended				Location of gain recognized in income on derivatives
	June 30,
(in millions)	2022		2021
Fuel derivative contracts	$	(20)	$	(12)	Other (gains) losses, net

Derivatives not designated as hedges
(Gain) loss recognized in income on derivatives

Three months ended Location of (gain) loss recognized in income on derivatives
June 30,
(in millions) 2021 2020
Fuel derivative contracts $ (12) $ 1 Other (gains) losses, net
Interest rate derivatives 0 5 Other (gains) losses, net
Total $ (12) $ 6


Derivatives not designated as hedges
	(Gain) loss recognized in income on derivatives

	Six months ended				Location of (gain) loss recognized in income on derivatives
	June 30,
(in millions)	2022		2021
Fuel derivative contracts	$	15	$	(16)	Other (gains) losses, net

Derivatives not designated as hedges
(Gain) loss recognized in income on derivatives

Six months ended Location of (gain) loss recognized in income on derivatives
June 30,
(in millions) 2021 2020
Fuel derivative contracts $ (16) $ 1 Other (gains) losses, net
Interest rate derivatives 0 29 Other (gains) losses, net
Total $ (16) $ 30

The Company also recorded expense associated with premiums paid for fuel derivative contracts that settled/expired during the three and six months ended June 30, ~~2021~~2022 and ~~2020.~~2021. Gains and/or losses associated with fuel derivatives that qualify for hedge accounting are ultimately recorded to Fuel and oil expense. Gains and/or losses associated with fuel derivatives that do not qualify for hedge accounting are recorded to Other (gains) and losses, net. The following tables present the impact of premiums paid for fuel derivative contracts and their location within the unaudited Condensed Consolidated Statement of Comprehensive Income ~~(Loss)~~ during the period the contract settles:


	Premium expense recognized in income on derivatives

	Three months ended				Location of premium expense recognized in income on derivatives
	June 30,
(in millions)	2022		2021
Fuel derivative contracts designated as hedges	$	26	$	14	Fuel and oil
Fuel derivative contracts not designated as hedges	—		10		Other (gains) losses, net


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

Premium expense recognized in income on derivatives

Three months ended Location of premium expense recognized in income on derivatives
June 30,
(in millions) 2021 2020
Fuel derivative contracts designated as hedges $ 14 $ 13 Fuel and oil
Fuel derivative contracts not designated as hedges 10 11 Other (gains) losses, net


		Premium expense recognized in income on derivatives						Premium expense recognized in income on derivatives

		Six months ended				Location of premium expense recognized in income on derivatives		Six months ended				Location of premium expense recognized in income on derivatives
		June 30,						June 30,
(in millions)	(in millions)	2021		2020			(in millions)	2022		2021
Fuel derivative contracts designated as hedges	Fuel derivative contracts designated as hedges	$	29	$	38	Fuel and oil	Fuel derivative contracts designated as hedges	$	53	$	29	Fuel and oil
Fuel derivative contracts not designated as hedges	Fuel derivative contracts not designated as hedges	21		11		Other (gains) losses, net	Fuel derivative contracts not designated as hedges	—		21		Other (gains) losses, net

The fair values of the derivative instruments, depending on the type of instrument, were determined by the use of present value methods or option value models with assumptions about commodity prices based on those observed in underlying markets or provided by third parties. Included in the Company’s cumulative unrealized gains from fuel hedges as of June 30, ~~2021,~~2022, recorded in AOCI, were approximately ~~$88~~$545 million in net unrealized gains, net of taxes, which are expected to be realized in earnings during the twelve months subsequent to June 30, ~~2021.~~2022.

Interest Rate Swaps

The Company is party to certain interest rate swap agreements that are accounted for as cash flow hedges, and has in the past held interest rate swap agreements that have qualified as fair value hedges, as defined in the applicable accounting guidance for derivative instruments and hedging. Several of the Company's interest rate swap agreements qualify for the "shortcut" ~~method~~or "critical terms match" methods of accounting for hedges, which ~~dictates~~dictate that the hedges were assumed to be perfectly effective at origination, and, thus, there was no ineffectiveness to be recorded in earnings.

During 2019, the Company had entered into forward-starting interest rate swap agreements related to a series of 12 Boeing 737 MAX 8 ("MAX 8") aircraft leases originally scheduled to be received between July 2019 and February 2020. These lease contracts exposed the Company to interest rate risk as the rental payments were subject to adjustment and would become fixed based on the 9-year swap rate at the time of delivery. As a result of the grounding of the MAX aircraft, those deliveries were significantly delayed. These original agreements were subsequently terminated in third quarter 2019, and the Company entered into new interest rate swap agreements based on revised expected aircraft delivery dates. As the revised delivery dates were also not met, these subsequent agreements were subsequently de-designated as hedges and the agreements terminated. The Company received 3 of the 12 aircraft in December 2020, and an additional 8 aircraft in first quarter 2021. The remaining delivery is expected during third quarter 2021. As a result of the discontinued hedges, the Company had cumulative losses "frozen" in AOCI, which are being recognized in earnings over the 9-year lease terms of each aircraft upon delivery. Therefore, the Company has reclassified approximately $1 million and $2 million in losses from AOCI into Other operating expenses, in the unaudited Condensed Consolidated Statement of Income (Loss) for the three and six months ended June 30, 2021, respectively. NaN such reclassifications occurred in 2020. The cumulative amount remaining in AOCI as of June 30, 2021, associated with these leased aircraft, was $60 million.

For the Company’s interest rate swap agreements that do not qualify for the "shortcut" or "critical terms match" methods of accounting, ineffectiveness is assessed at each reporting period. If hedge accounting is achieved, all periodic changes in fair value of the interest rate swaps are recorded in AOCI.

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

Credit Risk and Collateral

Credit exposure related to fuel derivative instruments is represented by the fair value of contracts that are an asset to the Company at the reporting date. At such times, these outstanding instruments expose the Company to credit loss in the event of nonperformance by the counterparties to the agreements. However, the Company has not experienced any significant credit loss as a result of counterparty nonperformance in the past. To manage credit risk, the Company selects and periodically reviews counterparties based on credit ratings, limits its exposure with respect to each counterparty, and monitors the market position of the fuel hedging program and its relative market position with each counterparty. At June 30, ~~2021,~~2022, the Company had agreements with all of its active counterparties containing early termination rights and/or bilateral collateral provisions whereby security is required if market risk exposure exceeds a specified threshold amount based on the counterparty's credit rating. The Company also had agreements with counterparties in which cash deposits and letters of credit were required to be posted as collateral whenever the net fair value of derivatives associated with those counterparties exceeds specific thresholds. In certain cases, the Company has the ability to substitute among these different forms of collateral at its discretion.

The following table provides the fair values of fuel derivatives, amounts posted as collateral, and applicable collateral posting threshold amounts as of June 30, ~~2021,~~2022, at which such postings are triggered:

Counterparty (CP)
(in millions) A B C D E F G Other (a) Total
Fair value of fuel derivatives $ 119 $ 58 $ 122 $ 57 $ 59 $ 41 $ 36 $ 10 $ 502
Cash collateral held from CP 120 0 0 0 0 0 0 0 120
Option to substitute LC for cash N/A N/A (b)
(b)

(b) N/A (b)
If credit rating is investment
grade, fair value of fuel
derivative level at which:
Cash is provided to CP >(100) >(50) >(75)
>(125)

>(40) >(65) >(100)
Cash is received from CP >0(c) >150(c) >250(c) >125(c) >100(c) >70(c) >100(c)
If credit rating is non-investment
grade, fair value of fuel derivative level at which:
Cash is received from CP (d) (d) (d) (d) (d) (d) (d)


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

Counterparty (CP)

(in millions)

Other (a)

Total

Fair value of fuel derivatives

289

148

264

131

1,127

Cash collateral held from CP

356

—

459

Option to substitute LC for cash

N/A

(b)

N/A

(b)

If credit rating is investment
grade, fair value of fuel
derivative level at which:

Cash is provided to CP

>(100)

>(50)

>(75)

>(125)

>(40)

>(65)

>(100)

Cash is received from CP

>0(c)

>150(c)

>250(c)

>125(c)

>100(c)

>70(c)

>100(c)

If credit rating is non-investment
grade, fair value of fuel derivative level at which:

Cash is received from CP

(d)

(a) Individual counterparties with fair value of fuel derivatives < $9$12 million.

(b) The Company has the option to substitute letters of credit for 100 percent of cash collateral requirement.

(d) Cash collateral is provided at 100 percent of fair value of fuel derivative contracts.

2019


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

5. COMPREHENSIVE INCOME ~~(LOSS)~~

Comprehensive income ~~(loss)~~ includes changes in the fair value of certain financial derivative instruments that qualify for hedge accounting, unrealized gains and losses on certain investments, and actuarial gains/losses arising from the Company’s postretirement benefit obligation. The differences between Net income ~~(loss)~~ and Comprehensive income ~~(loss)~~ for the three and six months ended June 30, ~~2021~~2022 and ~~2020~~2021 were as follows:

Three months ended June 30,
(in millions) 2021 2020
NET INCOME (LOSS) $ 348 $ (915)
Unrealized gain on fuel derivative instruments, net of
deferred taxes of $61 and $9
201 30
Unrealized gain (loss) on interest rate derivative instruments, net of
deferred taxes of ($1) and $0
(5) 1
Other, net of deferred taxes of $0 and $8 0 25
Total other comprehensive income $ 196 $ 56
COMPREHENSIVE INCOME (LOSS) $ 544 $ (859)


	Three months ended June 30,
(in millions)	2022		2021
NET INCOME	$	760	$	348
Unrealized gain (loss) on fuel derivative instruments, net of deferred taxes of ($29) and $61	(95)		201
Unrealized gain (loss) on interest rate derivative instruments, net of deferred taxes of $3 and ($1)	9		(5)

Total other comprehensive income (loss)	$	(86)	$	196
COMPREHENSIVE INCOME	$	674	$	544

Six months ended June 30,
(in millions) 2021 2020
NET INCOME (LOSS) $ 463 $ (1,009)
Unrealized gain (loss) on fuel derivative instruments, net of
deferred taxes of $92 and ($10)
301 (35)
Unrealized gain (loss) on interest rate derivative instruments, net of
deferred taxes of $1 and ($10)
6 (31)
Other, net of deferred taxes of ($13) and ($1) (47) (3)
Total other comprehensive income (loss) $ 260 $ (69)
COMPREHENSIVE INCOME (LOSS) $ 723 $ (1,078)


	Six months ended June 30,
(in millions)	2022		2021
NET INCOME	$	482	$	463
Unrealized gain on fuel derivative instruments, net of deferred taxes of $122 and $92	403		301
Unrealized gain on interest rate derivative instruments, net of deferred taxes of $5 and $1	14		6
Other, net of deferred taxes of $— and ($13)	—		(47)
Total other comprehensive income	$	417	$	260
COMPREHENSIVE INCOME	$	899	$	723

A rollforward of the amounts included in AOCI, net of taxes, is shown below for the three and six months ended June 30, ~~2021:~~2022:


(in millions)	(in millions)	Fuel derivatives		Interest rate derivatives		Defined benefit plan items		Deferred tax		Accumulated other comprehensive income (loss)		(in millions)	Fuel derivatives		Interest rate derivatives		Defined benefit plan items			Deferred tax		Accumulated other comprehensive income
Balance at March 31, 2021		$	12	$	(53)	$	(43)	$	24	$	(60)
Balance at March 31, 2022												Balance at March 31, 2022	$	1,141	$	(50)	$	66		$	(266)	$	891
Changes in fair value	Changes in fair value	250		(7)		—		(57)		186		Changes in fair value	182		10		—			(45)		147
Reclassification to earnings	Reclassification to earnings	12		1		—		(3)		10		Reclassification to earnings	(306)		2		—		(a)	71		(233)
Balance at June 30, 2021		$	274	$	(59)	$	(43)	$	(36)	$	136
Balance at June 30, 2022												Balance at June 30, 2022	$	1,017	$	(38)	$	66		$	(240)	$	805


(in millions)	Fuel derivatives		Interest rate derivatives		Defined benefit plan items			Deferred tax		Accumulated other comprehensive income
Balance at December 31, 2021	$	492	$	(57)	$	66		$	(113)	$	388
Changes in fair value	1,033		16		—			(245)		804
Reclassification to earnings	(508)		3		—		(a)	118		(387)
Balance at June 30, 2022	$	1,017	$	(38)	$	66		$	(240)	$	805


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

(in millions) Fuel derivatives Interest rate derivatives Defined benefit plan items Other Deferred tax Accumulated other comprehensive income (loss)
Balance at December 31, 2020 $ (119) $ (66) $ (43) $ 91 $ 32 $ (105)
Cumulative effect of adopting ASU 2016-01 as of January 1, 2018 (See Note 1) — — — (31) 12 (19)
Changes in fair value 359 5 — — (85) 279
Reclassification to earnings 34 2 — (60) (a) 5 (19)
Balance at June 30, 2021 $ 274 $ (59) $ (43) $ 0 $ (36) $ 136

~~(a) Investment gains related to prior periods that were reclassified from AOCI into Other (gains) losses, net. See Note 1.~~

The following ~~tables illustrate~~table illustrates the significant amounts reclassified out of each component of AOCI for the three and six months ended June 30, ~~2021:~~2022:


Three months ended June 30, ~~2021~~2022

(in millions)	Amounts reclassified from AOCI		Affected line item in the unaudited Condensed Consolidated Statement of Comprehensive Income ~~(Loss)~~
AOCI components
Unrealized ~~loss~~gain on fuel derivative instruments	$	12 (306)	Fuel and oil expense

	3 (71)		Less: Tax expense
	$	9 (235)	Net of tax
Unrealized loss on interest rate derivative instruments	$	12	Other operating expenses
	0—		Less: Tax expense
	$	12	Net of tax




Total reclassifications for the period	$	10 (233)	Net of tax

Six months ended June 30, ~~2021~~2022

(in millions)

Amounts reclassified from AOCI

Affected line item in the unaudited Condensed Consolidated Statement of Comprehensive Income ~~(Loss)~~

AOCI components

Unrealized ~~loss~~gain on fuel derivative instruments

28 (508)

Fuel and oil expense

~~Other (gains) losses, net~~

8 (119)

Less: Tax expense

26 (389)

Net of tax

Unrealized loss on interest rate derivative instruments

~~Interest expense~~Other operating expenses

Less: Tax expense

Net of tax

~~Unrealized gain on deferred compensation plan investment (See Note 1)~~

~~(60)~~

~~Other (gains) losses, net~~

~~(13)~~

~~Less: Tax expense~~

~~(47)~~

~~Net of tax~~

Total reclassifications for the period

~~(19)~~(387)

Net of tax

6. REVENUE

Passenger Revenues

The Company’s contracts with its Customers primarily consist of its tickets sold, which are initially deferred as Air traffic liability. Passenger revenue associated with tickets is recognized when the performance obligation to the Customer is satisfied, which is primarily when travel is provided.

Revenue is categorized by revenue source as the Company believes it best depicts the nature, amount, timing, and uncertainty of revenue and cash flow. The following table provides the components of Passenger revenue recognized ~~within the unaudited Condensed Consolidated Statement of Comprehensive Income (Loss)~~ for the three and six months ended June 30, ~~2021~~2022 and ~~2020:~~2021:

Three months ended June 30, Six months ended June 30,
(in millions) 2021 2020 2021 2020
Passenger non-loyalty $ 2,875 $ 562 $ 4,230 $ 3,783
Passenger loyalty - air transportation 549 81 826 542
Passenger ancillary sold separately 145 61 226 224
Total passenger revenues $ 3,569 $ 704 $ 5,282 $ 4,549


	Three months ended June 30,				Six months ended June 30,
(in millions)	2022		2021		2022		2021
Passenger non-loyalty	$	5,118	$	2,875	$	8,482	$	4,230
Passenger loyalty - air transportation	821		549		1,445		826
Passenger ancillary sold separately	180		145		327		226
Total passenger revenues	$	6,119	$	3,569	$	10,254	$	5,282

As of June 30, ~~2021,~~2022, and December 31, ~~2020,~~2021, the components of Air traffic liability, ~~and Air traffic liability - noncurrent,~~ including contract liabilities based on tickets sold and unused ~~funds~~flight credits available to the Customer, both of which are net of recorded breakage, and loyalty points available for redemption, ~~net of expected spoilage,~~ within the unaudited Condensed Consolidated Balance Sheet were as follows:


		Balance as of					Balance as of
(in millions)	(in millions)	June 30, 2021		December 31, 2020		(in millions)	June 30, 2022		December 31, 2021
Air traffic liability - passenger travel and ancillary passenger services	Air traffic liability - passenger travel and ancillary passenger services	$	3,960	$	2,686	Air traffic liability - passenger travel and ancillary passenger services	$	3,634	$	2,936
Air traffic liability - loyalty program	Air traffic liability - loyalty program	4,719		4,447		Air traffic liability - loyalty program	4,884		4,789
Total Air traffic liability	Total Air traffic liability	$	8,679	$	7,133	Total Air traffic liability	$	8,518	$	7,725

The balance in Air traffic liability - passenger travel and ancillary passenger services also includes unused funds that are available for use by Customers and are not currently associated with a ticket, ~~but represent funds effectively refunded and made available for use to purchase a ticket~~although they remain reusable, for a period of time, in the form of a flight credit that ~~occurs prior to their expiration.~~can be applied towards the purchase of future travel. These ~~funds~~flight credits are typically created as a result of a prior ticket cancellation or exchange. Rollforwards of the Company's Air traffic liability - loyalty program for the three and six months ended June 30, ~~2021~~2022 and ~~2020~~2021 were as follows (in millions):


		Three months ended June 30,				Six months ended June 30,				Three months ended June 30,				Six months ended June 30,
		2021		2020		2021		2020				2022		2021		2022		2021
Air traffic liability - loyalty program - beginning balance	Air traffic liability - loyalty program - beginning balance	$	4,623	$	3,561	$	4,447	$	3,385		Air traffic liability - loyalty program - beginning balance	$	4,884	$	4,623	$	4,789	$	4,447
Amounts deferred associated with points awarded	Amounts deferred associated with points awarded	656		385		1,121		1,041			Amounts deferred associated with points awarded	842		656		1,579		1,121
Revenue recognized from points redeemed - Passenger	Revenue recognized from points redeemed - Passenger	(549)		(81)		(826)		(542)			Revenue recognized from points redeemed - Passenger	(821)		(549)		(1,445)		(826)
Revenue recognized from points redeemed - Other	Revenue recognized from points redeemed - Other	(11)		(9)		(23)		(28)			Revenue recognized from points redeemed - Other	(21)		(11)		(39)		(23)

Air traffic liability - loyalty program - ending balance	Air traffic liability - loyalty program - ending balance	$	4,719	$	3,856	$	4,719	$	3,856		Air traffic liability - loyalty program - ending balance	$	4,884	$	4,719	$	4,884	$	4,719

Air traffic liability includes consideration received for ticket and loyalty related performance obligations which have not been satisfied as of a given date. Rollforwards of the amounts included in Air traffic liability as of June 30, ~~2021~~2022 and ~~2020~~2021 were as follows (in millions):


	Air traffic liability

Balance at December 31, 2021	$	7,725
Current period sales (passenger travel, ancillary services, flight loyalty, and partner loyalty)	11,086
Revenue from amounts included in contract liability opening balances	(3,029)
Revenue from current period sales	(7,264)
Balance at June 30, 2022	$	8,518


	Air traffic liability

Balance at December 31, 2020	$	7,133
Current period sales (passenger travel, ancillary services, flight loyalty, and partner loyalty)	6,851
Revenue from amounts included in contract liability opening balances	(1,600)
Revenue from current period sales	(3,705)
Balance at June 30, 2021	$	8,679


	~~Air traffic liability~~

~~Balance at December 31, 2019~~	$	~~5,510~~
~~Current period sales (passenger travel, ancillary services, flight loyalty, and partner loyalty)~~	~~5,946~~
~~Revenue from amounts included in contract liability opening balances~~	~~(1,936)~~
~~Revenue from current period sales~~	~~(2,641)~~
~~Balance at June 30, 2020~~	$	~~6,879~~

During 2020 and in parts of 2021, the Company experienced a significantly higher number of Customer-driven flight cancellations as a result of the COVID-19 pandemic. See Note 2 for further information. As a result, the amount of Customer ~~travel funds~~flight credits held in Air traffic liability that are estimated to be redeemed for future travel as of June 30, ~~2021,~~2022, remains much higher than historical levels. The amount of such Customer funds ~~represent~~represents approximately 155 percent and 2816 percent of the total Air traffic liability balance at June 30, ~~2021,~~2022, and December 31, ~~2020,~~2021, respectively, compared to approximately 2 percent of the Air traffic liability balance as of December 31, 2019. In order to provide additional flexibility to Customers who hold these funds, the Company significantly relaxed its previous policies with regards to the time period within which these funds can be redeemed, which is typically twelve months from the original date of purchase. For all Customer ~~travel funds~~flight credits created or that would have otherwise expired between March 1 and September 7, 2020 associated with flight cancellations, the Company previously extended the expiration date to September 7, 2022. At June 30, ~~2021, $1.5~~2022, $1.1 billion of extended Customer ~~travel funds remain in Air traffic liability~~flight credits with a September 7, 2022 expiration date remained in Air traffic liability, although the Company has estimated that a portion of those will not be redeemed. The Company has limited data available to predict the occurrence or timing of performance obligation satisfaction on these funds due to certain constraints including, but not limited to, consumer confidence, economic health, vaccines, and uncertainty regarding customer travel fund redemption patterns for funds that live longer than 12 months as this is unprecedented in Company history. As a result, recognition of these ~~travel funds~~flight credits as flown revenue, refunds, or ~~spoilage~~breakage revenue ~~will likely be~~has created more ~~volatile from period to period~~volatility over the life of these funds compared to ~~what previous Customer behavior may indicate, as cumulative revenue recognized is constrained to amounts that are~~periods in which these extended funds did not ~~probable of being reversed. Despite the possibility that some of these travel funds may be redeemed beyond the upcoming twelve-month period,~~exist.

On July 28, 2022, the Company ~~has continued to classify them~~announced that all existing Customer flight credits as ~~"current" in the accompanying unaudited Condensed Consolidated Balance Sheet~~of that date, as ~~they~~well as any future flight credits issued, will no longer expire and will thus remain redeemable by Customers. This announcement is considered a ~~demand liability~~contract modification under applicable accounting guidance and the Company ~~has limited data~~will account for such change prospectively beginning in third quarter 2022. The Company’s balance of existing Customer flight credits as of the modification date was approximately $1.9 billion, including the extended funds that had been set to ~~enable it~~expire on September 7, 2022. As the Company continues to ~~accurately estimate the~~believe that a portion ~~that~~of Customer flight credits will not be redeemed, ~~for travel in the following twelve-month period.~~

~~Spoilage estimates are based on the Company's Customers' historical travel behavior, as well as assumptions about the Customers' future travel behavior. Assumptions used~~it expects to ~~generate spoilage estimates can be impacted by several factors including, but not limited to: fare increases, fare sales, changes~~continue to ~~the Company's ticketing policies, changes to the Company’s refund, exchange,~~estimate and ~~unused funds policies, seat availability, and economic factors. Given the unprecedented amount of 2020 Customer flight cancellations and~~record breakage associated with such amounts, although the amount of ~~travel funds provided,~~breakage realized on a prospective basis is expected be lower and more stable than it has been during the ~~Company expects additional variability in~~pandemic. Flight credits result from canceling reservations and previously were valid for no longer than one year from the ~~amount~~date of ~~spoilage revenue recorded in future periods,~~original purchase. Flight credits for non-refundable fares will be issued as long as the ~~estimates of~~flight is cancelled more than 10 minutes prior to the ~~portion of sold tickets that will expire unused may differ from historical experience.~~scheduled departure.

Recognition of revenue associated with the Company’s loyalty liability can be difficult to predict, as the number of award seats available to ~~members~~Members is not currently restricted and they could choose to redeem their points at any time that a seat is available. The performance obligations classified as a current liability related to the Company’s loyalty program were estimated based on expected redemptions utilizing historical redemption patterns, and forecasted flight availability ~~fares,~~ and ~~coefficients.~~fares. The entire balance classified as Air traffic liability—noncurrent relates to

loyalty points that were estimated to be redeemed in periods beyond the ~~twelve-months~~twelve months following the representative balance sheet date. Based on historical experience as well as current forecasted redemptions, the Company expects the majority of loyalty points to be redeemed within approximately two years of the date the points are issued.

~~The~~All performance obligations related to freight services sold are completed within twelve months or less; therefore, the Company has ~~a co-branded~~elected to not disclose the amount of the remaining transaction price and its expected timing of recognition for freight shipments.

Other revenues primarily consist of marketing royalties associated with the Company’s co-brand Chase® Visa credit card, ~~agreement (the “Agreement”)~~but also include commissions and advertising associated with ~~Chase Bank USA, N.A. (“Chase”), through which~~Southwest.com®. All amounts classified as Other revenues are paid monthly, coinciding with the Company ~~sells loyalty points and certain marketing components, which consist~~fulfilling its deliverables; therefore, the Company has elected to not disclose the amount of the ~~use~~remaining transaction price and its expected timing of the brand and access to Rapid Rewards Member lists, licensing and advertising elements, and the use of the Company’s resource team. In 2018, Chase and Southwest executed a multi-year extension of the Agreement, extending the decades-long relationship between the parties. recognition for such services provided.

The Company recognized revenue related to the marketing, advertising, and other travel-related benefits of the revenue associated with various loyalty partner agreements including, but not limited to, the Agreement with Chase, within Other operating revenues. For the three months ended June 30, ~~2021~~2022 and ~~2020,~~2021, the Company recognized ~~$352~~$522 million and ~~$256~~$352 million, respectively. For the six months ended June 30, ~~2021~~2022 and ~~2020,~~2021, the Company recognized $1.0 billion and $632 million, respectively.

The Company is also required to collect certain taxes and ~~$577 million, respectively.~~fees from Customers on behalf of government agencies and remit these back to the applicable governmental entity on a periodic basis. These taxes and fees include foreign and U.S. federal transportation taxes, federal security charges, and airport passenger facility charges. These items are collected from Customers at the time they purchase their tickets, are excluded from the contract transaction price, and are therefore not included in Passenger revenue. The Company records a liability upon collection from the Customer and relieves the liability when payments are remitted to the applicable governmental agency.

7. NET INCOME ~~(LOSS)~~ PER SHARE

The following table sets forth the computation of basic and diluted net income ~~(loss)~~ per share (in millions, except per share amounts). AnFor the three and six months ended June 30, 2022, an immaterial number of shares related to the Company's restricted stock units and stock warrants were excluded from the denominator ~~for~~because inclusion of such shares would be antidilutive. For the three and six months ended June 30, ~~2020,~~2021, an immaterial number of shares


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

related to the Company's restricted stock units were excluded from the denominator because inclusion of such shares would be antidilutive.


		Three months ended June 30,				Six months ended June 30,					Three months ended June 30,						Six months ended June 30,
		2021		2020		2021		2020			2022			2021			2022			2021
NUMERATOR:	NUMERATOR:									NUMERATOR:
Net income (loss)		$	348	$	(915)	$	463	$	(1,009)
Net income										Net income	$	760		$	348		$	482		$	463
Add: Interest expense										Add: Interest expense	4		(a)	—			8		(a)	—
Net income attributable to common stockholders										Net income attributable to common stockholders	764			348			490			463

DENOMINATOR:	DENOMINATOR:									DENOMINATOR:
Weighted-average shares outstanding, basic	Weighted-average shares outstanding, basic	591		563		591		539		Weighted-average shares outstanding, basic	593			591			593			591
Dilutive effects of convertible notes (a)		22		0		19		0
Dilutive effects of Convertible Notes										Dilutive effects of Convertible Notes	41		(a)	22		(b)	46		(a)	19		(b)
Dilutive effect of stock warrants	Dilutive effect of stock warrants	1		0		1		0		Dilutive effect of stock warrants	—			1			—			1
Dilutive effect of restricted stock units	Dilutive effect of restricted stock units	1		0		1		0		Dilutive effect of restricted stock units	1			1			1			1
Adjusted weighted-average shares outstanding, diluted	Adjusted weighted-average shares outstanding, diluted	615		563		612		539		Adjusted weighted-average shares outstanding, diluted	635			615			640			612

NET INCOME (LOSS) PER SHARE:
NET INCOME PER SHARE:										NET INCOME PER SHARE:

Basic	Basic	$	0.59	$	(1.63)	$	0.78	$	(1.87)	Basic	$	1.29		$	0.59		$	0.83		$	0.78
Diluted	Diluted	$	0.57	$	(1.63)	$	0.76	$	(1.87)	Diluted	$	1.20		$	0.57		$	0.77		$	0.76

(a) ~~Because~~As of January 1, 2022, the Company ~~intends~~adopted ASU 2020-06 using the modified retrospective method. The standard requires the Company to ~~settle conversions~~apply the if-converted method for purposes of Net income per share. Using this method, the numerator is affected by ~~paying cash up~~adding back interest expense and the denominator is affected by including the effect of potential share settlement, if the effect is more dilutive, regardless of the type of settlement. For the three and six months ended June 30, 2022, all shares issuable on conversion were included in the denominator. See Notes 3 and 11 for further information regarding the new standard and the Convertible Notes.

(b) Prior to the ~~principal amount~~adoption of ASU 2020-06, the ~~convertible notes, with any excess conversion value settled in shares of common stock, the convertible notes are being~~Convertible Notes were accounted for using the treasury stock method for the purposes of Net income ~~(loss)~~ per share. Using this method, the denominator will be affected when the average share price of the Company's common stock for a given period is greater than the conversion price of approximately $38.48 per share, and the Company reports Net income for the given period. For the three and six months ended June 30, 2021, the average market price of the Company's common stock exceeded ~~this~~the conversion price per share of $38.48 and as such, the common shares underlying the ~~convertible notes~~Convertible Notes were included in the diluted calculation. The convertible notes stipulated that holders of the notes could not elect to convert their convertible notes to shares of common stock until after June 30, 2020, subject to certain terms contained therein, and therefore there was no dilutive impact related to the notes until July 1, 2020. See Note 8 for further information on the convertible notes.

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

8. FAIR VALUE MEASUREMENTS

Accounting standards pertaining to fair value measurements establish a three-tier fair value hierarchy, which prioritizes the inputs used in measuring fair value. These tiers include: Level 1, defined as observable inputs such as quoted prices in active markets; Level 2, defined as inputs other than quoted prices in active markets that are either directly or indirectly observable; and Level 3, defined as unobservable inputs in which little or no market data exists, therefore requiring an entity to develop its own assumptions.

As of June 30, ~~2021,~~2022, the Company held certain items that are required to be measured at fair value on a recurring basis. These included cash equivalents, short-term investments (primarily treasury bills and ~~certificates of deposit)~~time deposits), interest rate derivative contracts, fuel derivative contracts, and available-for-sale securities. The majority of the Company’s short-term investments consist of instruments classified as Level 1. However, the Company has certificates of deposit, commercial paper, and time deposits that are classified as Level 2, due to the fact that the fair value for these instruments is determined utilizing observable inputs in non-active markets. ~~Other available-for-sale~~Equity securities primarily consist of investments ~~in equity securities~~ with readily determinable market values associated with the Company’s excess benefit plan.

The Company’s fuel and interest rate derivative instruments consist of over-the-counter contracts, which are not traded on a public exchange. Fuel derivative instruments currently consist solely of option contracts, whereas


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

interest rate derivatives consist solely of swap agreements. See Note 4 for further information on the Company’s derivative instruments and hedging activities. The fair values of swap contracts are determined based on inputs that are readily available in public markets or can be derived from information available in publicly quoted markets. Therefore, the Company has categorized these swap contracts as Level 2. The Company’s Treasury Department, which reports to the Chief Financial Officer, determines the value of option contracts utilizing an option pricing model based on inputs that are either readily available in public markets, can be derived from information available in publicly quoted markets, or are provided by financial institutions that trade these contracts. The option pricing model used by the Company is an industry standard model for valuing options and is a similar model used by the broker/dealer community (i.e., the Company’s counterparties). The inputs to this option pricing model are the option strike price, underlying price, risk free rate of interest, time to expiration, and volatility. Because certain inputs used to determine the fair value of option contracts are unobservable (principally implied volatility), the Company has categorized these option contracts as Level 3. Volatility information is obtained from external sources, but is analyzed by the Company for reasonableness and compared to similar information received from other external sources. The fair value of option contracts considers both the intrinsic value and any remaining time value associated with those derivatives that have not yet settled. The Company also considers counterparty credit risk and its own credit risk in its determination of all estimated fair values. To validate the reasonableness of the Company’s option pricing model, on a monthly basis, the Company compares its option valuations to third party valuations. If any significant differences were to be noted, they would be researched in order to determine the reason. However, historically, no significant differences have been noted. The Company has consistently applied these valuation techniques in all periods presented and believes it has obtained the most accurate information available for the types of derivative contracts it holds.

Included in Other available-for-sale securities are the Company’s investments associated with its deferred compensation plans, which consist of mutual funds that are publicly traded and for which market prices are readily available. These plans are non-qualified deferred compensation plans designed to hold contributions in excess of limits established by the Internal Revenue Code of 1986, as amended. The distribution timing and payment amounts under these plans are made based on the participant’s distribution election and plan balance. Assets related to the funded portions of the deferred compensation plans are held in a rabbi trust, and the Company remains liable to these participants for the unfunded portion of the plans. The Company records changes in the fair value of plan obligations and plan assets, which net to zero, within the Salaries, wages, and benefits line and Other (gains) losses line, respectively, of the unaudited Condensed Consolidated Statement of Comprehensive ~~Income (Loss).~~Income.


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

The following tables present the Company’s assets and liabilities that are measured at fair value on a recurring basis at June 30, ~~2021,~~2022, and December 31, ~~2020:~~2021:


				Fair value measurements at reporting date using:									Fair value measurements at reporting date using:
				Quoted prices in active markets for identical assets		Significant other observable inputs		Significant unobservable inputs					Quoted prices in active markets for identical assets		Significant other observable inputs		Significant unobservable inputs
Description	Description	June 30, 2021		(Level 1)		(Level 2)		(Level 3)		Description	June 30, 2022		(Level 1)		(Level 2)		(Level 3)
Assets	Assets	(in millions)								Assets	(in millions)
Cash equivalents:	Cash equivalents:									Cash equivalents:
Cash equivalents (a)	Cash equivalents (a)	$	13,759	$	13,759	$	0	$	0	Cash equivalents (a)	$	12,964	$	12,964	$	—	$	—
Commercial paper	Commercial paper	90		0		90		0		Commercial paper	270		—		270		—

Time deposits		275		0		275		0

Short-term investments:	Short-term investments:									Short-term investments:
Treasury bills	Treasury bills	2,150		2,150		0		0		Treasury bills	2,432		2,432		—		—

Certificates of deposit	Certificates of deposit	1		0		1		0		Certificates of deposit	90		—		90		—
Time deposits	Time deposits	600		0		600		0		Time deposits	675		—		675		—

Fuel derivatives:	Fuel derivatives:									Fuel derivatives:
Option contracts (b)	Option contracts (b)	502		0		0		502		Option contracts (b)	1,294		—		—		1,294
Interest rate derivatives (see Note 4)	Interest rate derivatives (see Note 4)	1		0		1		0		Interest rate derivatives (see Note 4)	11		—		11		—
Other available-for-sale securities		259		259		0		0
Equity Securities										Equity Securities	225		225		—		—
Total assets	Total assets	$	17,637	$	16,168	$	967	$	502	Total assets	$	17,961	$	15,621	$	1,046	$	1,294
Liabilities	Liabilities									Liabilities
Interest rate derivatives (see Note 4)		$	(3)	$	0	$	(3)	$	0
Fuel derivatives:										Fuel derivatives:
Option contracts (b)										Option contracts (b)	$	(167)	$	—	$	—	$	(167)

(a) Cash equivalents are primarily composed of money market investments.

(b) In the unaudited Condensed Consolidated Balance Sheet amounts are presented as a net asset. See Note 4.


			Fair value measurements at reporting date using:
			Quoted prices in active markets for identical assets		Significant other observable inputs		Significant unobservable inputs
Description	December 31, 2021		(Level 1)		(Level 2)		(Level 3)
Assets	(in millions)
Cash equivalents:
Cash equivalents (a)	$	12,340	$	12,340	$	—	$	—
Commercial paper	90		—		90		—

Time deposits	50		—		50		—
Short-term investments:
Treasury bills	2,399		2,399		—		—

Time deposits	625		—		625		—



Fuel derivatives:


Option contracts (b)	696		—		—		696


Equity Securities	288		288		—		—
Total assets	$	16,488	$	15,027	$	765	$	696
Liabilities






Interest rate derivatives (see Note 4)	$	(4)	$	—	$	(4)	$	—

(a) Cash equivalents are primarily composed of money market investments.

(b) In the unaudited Condensed Consolidated Balance Sheet amounts are presented as an asset. See Note 4.

Fair value measurements at reporting date using:
Quoted prices in active markets for identical assets Significant other observable inputs Significant unobservable inputs
Description December 31, 2020 (Level 1) (Level 2) (Level 3)
Assets (in millions)
Cash equivalents:
Cash equivalents (a) $ 10,663 $ 10,663 $ 0 $ 0
Commercial paper 90 0 90 0
Certificates of deposit 10 0 10 0
Time deposits 300 0 300 0
Short-term investments:
Treasury bills 1,800 1,800 0 0
Certificates of deposit 46 0 46 0
Time deposits 425 0 425 0
Fuel derivatives:
Option contracts (b) 134 0 0 134
Other available-for-sale securities 259 259 0 0
Total assets $ 13,727 $ 12,722 $ 871 $ 134
Liabilities
Interest rate derivatives (see Note 4) $ (6) $ 0 $ (6) $ 0

~~(a) Cash equivalents are primarily composed of money market investments.~~

~~(b) In the unaudited Condensed Consolidated Balance Sheet amounts are presented as an asset. See Note 4.~~


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

The Company did not have any material assets or liabilities measured at fair value on a nonrecurring basis during the six months ended June 30, ~~2021,~~2022, or the year ended December 31, ~~2020.~~2021. The following tables present the Company’s activity for items measured at fair value on a recurring basis using significant unobservable inputs (Level 3) for the three and six months ended June 30, ~~2021:~~2022:

Fair value measurements using significant unobservable inputs (Level 3)

(in millions)

Fuel derivatives

Balance at March 31, ~~2021~~2022

~~249~~1,273

Total gains for the period

Included in earnings

1220

(a)

Included in other comprehensive income

~~250~~182

Sales

(16)

(b)

Settlements

~~(9)~~(332)

Balance at June 30, ~~2021~~2022

~~502~~1,127

The amount of total gains for the period

included in earnings attributable to the

change in unrealized gains or losses relating

to assets still held at June 30, ~~2021~~2022

1220

(a)

The amount of total gains for the period

included in other comprehensive income attributable to the

change in unrealized gains or losses relating

to assets still held at June 30, ~~2021~~2022

~~246~~115

(a) Included in Other (gains) losses, net, within the unaudited Condensed Consolidated Statement of Comprehensive ~~Income (Loss).~~Income.

(b) The sale of fuel derivatives is recorded gross based on the structure of the derivative instrument and whether a contract with multiple derivatives was purchased as a single instrument or separate instruments.

Fair value measurements using significant unobservable inputs (Level 3)

(in millions)

Fuel derivatives

Balance at December 31, ~~2020~~2021

~~134~~696

Total gains (losses) for the period

Included in earnings

10 (15)

(a)

Included in other comprehensive income

~~367~~1,033

Sales

(26)

(b)

Settlements

~~(9)~~(561)

Balance at June 30, ~~2021~~2022

~~502~~1,127

The amount of total losses for the period
  included in earnings attributable to the
  change in unrealized gains or losses relating
  to assets still held at June 30, 2022

(15)

(a)

The amount of total gains for the period

~~included in earnings attributable to the~~

~~change in unrealized gains or losses relating~~

~~to assets still held at June 30, 2021~~

~~(a)~~

~~The amount of total gains for the period~~

included in other comprehensive income attributable to the

change in unrealized gains or losses relating

to assets still held at June 30, ~~2021~~

2022

~~360~~672

(a) Included in Other (gains) losses, net, within the unaudited Condensed Consolidated Statement of Comprehensive ~~Income (Loss).~~Income.

The significant unobservable input used in the fair value measurement of the Company’s derivative option contracts is implied volatility. Holding other inputs constant, an increase (decrease) in implied volatility would have resulted in a higher (lower) fair value measurement, respectively, for the Company’s derivative option contracts.


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

The following table presents a range and weighted average of the unobservable inputs utilized in the fair value measurements of the Company’s fuel derivatives classified as Level 3 at June 30, ~~2021:~~2022:

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~


Quantitative information about Level 3 fair value measurements	Quantitative information about Level 3 fair value measurements							Quantitative information about Level 3 fair value measurements
		Valuation technique	Unobservable input	Period (by year)	Range	Weighted Average (a)			Valuation technique	Unobservable input	Period (by year)	Range	Weighted Average (a)
Fuel derivatives	Fuel derivatives	Option model	Implied volatility	Third quarter 2021	17-33%	26	%	Fuel derivatives	Option model	Implied volatility	Third quarter 2022	28-68%	48	%
				Fourth quarter 2021	27-33%	29	%				Fourth quarter 2022	44-65%	53	%
				2022	24-37%	30	%				2023	38-58%	50	%
				2023	23-28%	25	%				2024	34-48%	39	%
				Beyond 2023	23-25%	24	%

(a) Implied volatility weighted by the notional amount (barrels of fuel) that will settle in respective period.

The carrying amounts and estimated fair values of the Company’s short-term and long-term debt (including current maturities), as well as the applicable fair value hierarchy tier, at June 30, ~~2021,~~2022, are presented in the table below. The fair values of the Company’s publicly held long-term debt are determined based on inputs that are readily available in public markets or can be derived from information available in publicly quoted markets; therefore, the Company has categorized these agreements as Level 2. All privately held debt agreements are categorized as Level 3. The Company has determined the estimated fair value of this debt to be Level 3, as certain inputs used to determine the fair value of these agreements are unobservable. The Company utilizes indicative pricing from counterparties and a discounted cash flow method to estimate the fair value of the Level 3 items.


(in millions)	(in millions)	Carrying value		Estimated fair value		Fair value level hierarchy	(in millions)	Carrying value		Estimated fair value		Fair value level hierarchy
2.75% Notes due 2022		$	300	$	308	Level 2
Pass Through Certificates due 2022 - 6.24%		105		108		Level 2
2.75% Notes due November 2022							2.75% Notes due November 2022	$	300	$	300	Level 2
Pass Through Certificates due August 2022 - 6.19%							Pass Through Certificates due August 2022 - 6.19%	33		33		Level 2
4.75% Notes due 2023	4.75% Notes due 2023	1,250		1,342		Level 2	4.75% Notes due 2023	1,247		1,259		Level 2
1.25% Convertible Notes due 2025	1.25% Convertible Notes due 2025	1,982		3,494		Level 2	1.25% Convertible Notes due 2025	1,795		2,121		Level 2
5.25% Notes due 2025	5.25% Notes due 2025	1,550		1,770		Level 2	5.25% Notes due 2025	1,549		1,582		Level 2
Term Loan Agreement payable through 2025 - 1.55%		106		106		Level 3

3.00% Notes due 2026	3.00% Notes due 2026	300		321		Level 2	3.00% Notes due 2026	300		281		Level 2
Term Loan Agreement payable through 2026 - 1.31%		149		146		Level 3

3.45% Notes due 2027	3.45% Notes due 2027	300		326		Level 2	3.45% Notes due 2027	300		282		Level 2
5.125% Notes due 2027	5.125% Notes due 2027	2,000		2,355		Level 2	5.125% Notes due 2027	1,944		1,963		Level 2
7.375% Debentures due 2027	7.375% Debentures due 2027	118		146		Level 2	7.375% Debentures due 2027	115		126		Level 2
Term Loan Agreement payable through 2028 - 1.55%		171		171		Level 3

2.625% Notes due 2030	2.625% Notes due 2030	500		513		Level 2	2.625% Notes due 2030	500		423		Level 2
1.000% Payroll Support Program Loan due April 2030		976		956		Level 3
1.000% Payroll Support Program Loan due January 2031		566		542		Level 3
1.000% Payroll Support Program Loan due April 2031		526		500		Level 3
1.000% PSP1 due 2030							1.000% PSP1 due 2030	976		900		Level 3
1.000% PSP2 due 2031							1.000% PSP2 due 2031	566		510		Level 3
1.000% PSP3 due 2031							1.000% PSP3 due 2031	526		470		Level 3

~~Convertible Notes~~

~~On May 1, 2020, the Company completed the public offering of $2.3 billion aggregate principal amount of 1.250% Convertible Senior Notes due 2025 (the “Convertible Notes”).~~

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

Upon issuance, the Company bifurcated the Convertible Notes for accounting purposes between a liability component and an equity component utilizing applicable guidance. The liability component was determined by estimating the fair value of a hypothetical issuance of an identical offering excluding the conversion feature of the Convertible Notes. The carrying amount of the equity component was calculated as the difference between the liability component and the face amount of the Convertible Notes, which was determined to be $403 million. The equity component is not remeasured as long as it continues to meet the conditions for equity classification, which it had as of June 30, 2021, and December 31, 2020. The following table details the liability component recognized related to the Convertible Notes as of June 30, 2021, and December 31, 2020:

(in millions) June 30, 2021 December 31, 2020
Liability component:
Principal amount $ 2,300 $ 2,300
Unamortized debt discount (318) (355)
Net carrying amount $ 1,982 $ 1,945

The effective interest rate on the liability component was approximately 5.2 percent for the three and six months ended June 30, 2021. The Company recognized $28 million of interest expense associated with the Convertible Notes during the three months ended June 30, 2021, including $19 million of non-cash amortization of the debt discount, $2 million of non-cash amortization of debt issuance costs, and $7 million of contractual coupon interest. The Company recognized $56 million of interest expense associated with the Convertible Notes during the six months ended June 30, 2021, including $37 million of non-cash amortization of the debt discount, $4 million of non-cash amortization of debt issuance costs, and $15 million of contractual coupon interest. The unamortized debt discount and issuance costs will be recognized as non-cash interest expense over the 5-year term of the notes, through May 1, 2025, less any amounts that would be required to be accelerated to expense immediately upon any future conversions.

As of June 30, 2021, the if-converted value of the Convertible Notes exceeded the principal amount by $874 million, using the closing stock price on June 30, 2021. The Convertible Notes met the criteria to be converted beginning April 1, 2021, and thus have been reclassified as part of Current maturities of long-term debt in the accompanying unaudited Condensed Consolidated Balance Sheet as of June 30, 2021. An immaterial number of conversions were exercised in second quarter 2021, which will be settled in third quarter 2021.


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

9. SUPPLEMENTAL FINANCIAL INFORMATION


(in millions)	(in millions)	June 30, 2021		December 31, 2020		(in millions)	June 30, 2022		December 31, 2021
Trade receivables	Trade receivables	$	81	$	46	Trade receivables	$	59	$	58
Credit card receivables	Credit card receivables	129		35		Credit card receivables	166		83
Business partners and other suppliers	Business partners and other suppliers	380		274		Business partners and other suppliers	541		432
Taxes receivable (a)	Taxes receivable (a)	696		740		Taxes receivable (a)	219		699
Fuel hedging and receivables						Fuel hedging and receivables	125		8
Other	Other	42		35		Other	279		77
Accounts and other receivables	Accounts and other receivables	$	1,328	$	1,130	Accounts and other receivables	$	1,389	$	1,357


(in millions)	(in millions)	June 30, 2021		December 31, 2020		(in millions)	June 30, 2022		December 31, 2021
Derivative contracts	Derivative contracts	$	207	$	90	Derivative contracts	$	221	$	192
Intangible assets, net	Intangible assets, net	295		295		Intangible assets, net	295		295

Other	Other	335		337		Other	331		395
Other assets	Other assets	$	837	$	722	Other assets	$	847	$	882


(in millions)	(in millions)	June 30, 2021		December 31, 2020		(in millions)	June 30, 2022		December 31, 2021
Accounts payable trade	Accounts payable trade	$	219	$	111	Accounts payable trade	$	395	$	156
Salaries payable	Salaries payable	253		201		Salaries payable	340		287
Taxes payable excluding income taxes	Taxes payable excluding income taxes	266		49		Taxes payable excluding income taxes	318		200
Aircraft maintenance payable	Aircraft maintenance payable	75		95		Aircraft maintenance payable	69		42
Fuel payable	Fuel payable	112		66		Fuel payable	260		170

Other payable	Other payable	453		409		Other payable	526		427
Accounts payable	Accounts payable	$	1,378	$	931	Accounts payable	$	1,908	$	1,282


(in millions)	(in millions)	June 30, 2021		December 31, 2020		(in millions)	June 30, 2022		December 31, 2021
Deferred Payroll Support Program grant proceeds		$	763	$	0
Extended Emergency Time Off		48		393

Voluntary Separation Program	Voluntary Separation Program	112		143		Voluntary Separation Program	$	79	$	92
Profitsharing and savings plans	Profitsharing and savings plans	136		25		Profitsharing and savings plans	154		262

Vendor prepayment (b)		0		600

Vacation pay	Vacation pay	448		436		Vacation pay	463		451

Health	Health	109		111		Health	231		152

Workers compensation	Workers compensation	145		161		Workers compensation	155		141
Property and income taxes	Property and income taxes	102		84		Property and income taxes	58		65
Interest	Interest	47		49		Interest	96		46
Deferred supplier payments ~~(c)~~(b)	Deferred supplier payments ~~(c)~~(b)	151		0		Deferred supplier payments ~~(c)~~(b)	—		80
Other	Other	292		257		Other	351		335
Accrued liabilities	Accrued liabilities	$	2,353	$	2,259	Accrued liabilities	$	1,587	$	1,624


(in millions)	June 30, 2022		December 31, 2021

Voluntary Separation Program	$	190	$	233
Postretirement obligation	334		330


Other deferred compensation	302		369

Other	270		292
Other noncurrent liabilities	$	1,096	$	1,224

2827


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

(in millions) June 30, 2021 December 31, 2020
Extended Emergency Time Off $ 0 $ 57
Voluntary Separation Program 276 321
Postretirement obligation 432 428
Other deferred compensation 338 353
Other 74 88
Other noncurrent liabilities $ 1,120 $ 1,247

(a) ~~Both periods include~~This amount includes approximately ~~$470~~$472 million as of December 31, 2021 associated with a significant cash tax refund expected as a result of the CARES Act allowing entities to carry back 2020 losses to prior periods of up to five years, and claim refunds of federal taxes paid. ~~This amount~~The refund was received by the Company during second quarter 2022. These amounts as of June 30, 2022 and December 31, 2021 also ~~includes~~include excise taxes remitted to taxing authorities for which the subsequent flights were canceled by Customers, resulting in amounts due back to the Company.

(b) In fourth quarter 2020, the Company received a $600 million prepayment from Chase for Rapid Rewards points that were subsequently issued to Members during the six months ended June 30, 2021, based on cardholder activity on the Visa credit card associated with its loyalty program.

~~(c)~~ Represents amounts owed at December 31, 2021 for aircraft deliveries received that will be relieved via future payments to supplier. ~~See Note 11 for further information.~~

For further information on fuel derivative and interest rate derivative contracts, see Note 4.

Other Operating Expenses ~~net~~

Other operating expenses ~~net, consists~~consist of aircraft rentals, distribution costs, advertising expenses, personnel expenses, professional fees, and other operating costs, none of which individually exceeded 10 percent of Operating expenses.

10. COMMITMENTS AND CONTINGENCIES

~~Los Angeles International Airport~~

In October 2017, the Company executed a lease agreement with Los Angeles World Airports ("LAWA") (the "T1.5 Lease"). Under the T1.5 Lease, the Company oversaw and managed the design, development, financing, construction, and commissioning of a passenger processing facility between Terminals 1 and 2 (the "Terminal 1.5 Project"). The Terminal 1.5 Project included ticketing, baggage claim, passenger screening, and a bus gate. Construction on the Terminal 1.5 Project began during third quarter 2017 and was substantially completed at December 31, 2020. The project final cost was approximately $410 million. During second quarter 2021, LAWA repaid the outstanding loan and purchased the remaining completed assets for accounting purposes, at which time the Terminal 1.5 Project remaining asset and liability of $365 million on the balance sheet were de-recognized in accordance with applicable accounting guidance. This item was also reported as a supplemental noncash transaction on the unaudited Condensed Consolidated Statement of Cash Flows, net of Assets constructed for others additions during the period.

Dallas Love Field

During 2008, the City of Dallas approved the Love Field Modernization Project ("LFMP"), a project to reconstruct Dallas Love Field with modern, convenient air travel facilities. Pursuant to a Program Development Agreement with the City of Dallas and the Love Field Airport Modernization Corporation (or the "LFAMC," a Texas non-profit "local government corporation" established by the City of Dallas to act on the City of Dallas' behalf to facilitate the development of the LFMP), the Company managed this project. Major construction was effectively completed in 2014. During second quarter 2017, the City of Dallas approved using the remaining bond funds for additional terminal construction projects, which were effectively completed in 2018.

Although the City of Dallas received commitments from various sources that helped to fund portions of the LFMP project, including the Federal Aviation Administration ("FAA"), the Transportation Security Administration, and

~~Southwest Airlines Co.~~

~~Notes to Condensed Consolidated Financial Statements~~

~~(unaudited)~~

the City of Dallas' Aviation Fund, the majority of the funds used were from the issuance of bonds. The Company guaranteed principal and interest payments on bonds issued by the ~~LFAMC.~~ LFAMC (the "Series 2010" bonds and the "Series 2012" bonds). Given the Company’s guarantee associated with the bonds issued to fund LFMP, the remaining debt service amount was considered a minimum lease payment under the adoption of ASC Topic 842, Leases, and therefore was recorded as a lease liability with a corresponding right-of-use asset within the Company’s unaudited Condensed Consolidated Balance Sheet.

All of the outstanding Series 2010 bonds, in the principal amount of $310 million, were redeemed by LFAMC on September 28, 2021 (Redemption Date). As the Series 2010 bonds have been fully repaid following the Redemption Date, the Company's guarantee associated with the Series 2010 bonds no longer exists.

As of June 30, ~~2021, $399~~2022, $79 million of principal remained ~~outstanding.~~outstanding associated with the Series 2012 bonds. The net present value of the future principal and interest payments associated with the Series 2012 bonds was ~~$432~~$88 million as of June 30, ~~2021,~~2022, and was reflected as part of the Company's operating lease ~~right–of–use~~right-of-use assets and lease obligations in the unaudited Condensed Consolidated Balance Sheet.

Contractual Obligations and Contingent Liabilities and Commitments

~~Based on growth opportunities and ongoing fleet modernization plans for more climate-friendly aircraft,~~During second quarter 2022, the Company entered into 3 supplemental agreements with The Boeing Company ("Boeing") ~~during second quarter 2021~~ to ~~increase~~replace the majority of its 2022 Boeing 737-7 ("-7") firm orders ~~by 34~~with Boeing ~~737 MAX 7~~737-8 ("~~MAX 7"~~-8") ~~aircraft (consisting of 2~~firm orders, among other adjustments to its near-term contractual order book. The Company also exercised 20 -8 options for delivery in 2022, exercised 4 -7 options for delivery in 2023, exercised 3 -8 options for delivery in 2023, and ~~32 options~~ accelerated and exercised ~~from later years), resulting~~17 2023 -8 options for delivery in ~~234 firm orders for MAX 7 aircraft as of June 30, 2021. Additionally,~~2022.

While the Company ~~accelerated 10~~is contractually scheduled to receive 114 MAX deliveries, including options, ~~into 2022, 32 options~~this year, a portion of its deliveries are expected to shift into 2023 ~~16 options into 2024, 16 options into 2025,~~due to Boeing's supply chain challenges and ~~added 32 new options into 2026 through 2027, bringing~~ the ~~total firm and option order book to 660 aircraft as~~current


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

status of ~~June 30, 2021. Fleet and capacity plans will continue to evolve as~~the -7 certification. Based on recent discussions with Boeing regarding the pace of expected deliveries for the remainder of this year, the Company ~~manages through this recovery period, and~~is currently estimating it will ~~continue to evaluate its remaining MAX options for~~receive a total of 66 -8 aircraft deliveries and no -7 deliveries in 2022. ~~However, with its cost-effective order book, the~~The Company retains significant flexibility to manage its fleet size, including opportunities to accelerate fleet modernization efforts if growth opportunities do not materialize. Given the current supply chain and aircraft delivery delays, the Company will continue working with Boeing on the Company's contractual order book with focus on 2022 and 2023. Additional information regarding the Company's ~~delivery schedule~~contractual order book is included in the following table as of June 30, ~~2021.~~2022:


		The Boeing Company									The Boeing Company
		MAX 7 Firm Orders	MAX 8 Firm Orders		MAX 7 or 8 Options	Additional MAX 8s		Total				-7 Firm Orders		-8 Firm Orders		-7 or -8 Options	Total
2021		0	19		0	9		28	(a)
2022	2022	64	0		50	0		114		2022		14		95		5	114	(c)
2023	2023	30	0		60	0		90		2023		86		—		4	90
2024	2024	30	0		56	0		86		2024		30		—		56	86
2025	2025	30	0		56	0		86		2025		30		—		56	86
2026	2026	15	15		40	0		70		2026		15		15		40	70
2027	2027	15	15		6	0		36		2027		15		15		6	36
2028	2028	15	15		0	0		30		2028		15		15		—	30
2029	2029	20	30		0	0		50		2029		20		30		—	50
2030	2030	15	45		0	0		60		2030		15		45		—	60
2031	2031	0	10		0	0		10		2031		—		10		—	10
		234	149	(b)	268	9	(c)	660				240	(a)	225	(b)	167	632

(a) ~~Includes 27 737 MAX 8s delivered as~~The delivery schedule for the -7 is dependent on the FAA issuing required certifications and approvals to Boeing and the Company. The FAA will ultimately determine the timing of ~~June 30, 2021, consisting of 19 owned~~the -7 certification and ~~8 leased aircraft.~~entry into service, and the Company therefore offers no assurance that current estimations and timelines are correct.

(b) The Company has flexibility to designate firm orders or options as ~~MAX 7~~-7s or ~~MAX 8,~~-8s, upon written advance notification as stated in the contract.

(c) ~~These 9 additional MAX 8 aircraft are leases acquired from various third parties, including 8 leased MAX 8 aircraft delivered as of~~Includes 12 -8 deliveries received through June 30, ~~2021. The Company also received 7 leased MAX 8 aircraft~~2022, 23 expected -8 deliveries in third quarter 2022, and 31 expected -8 deliveries in fourth quarter ~~2020,~~2022, for a total of 1666 -8 deliveries in 2022. While the Company is contractually scheduled to receive 114 MAX ~~8 operating leased~~deliveries, including options, this year, a portion of its deliveries are expected to shift into 2023 due to Boeing's supply chain challenges and the current status of the -7 certification. Furthermore, given the current ongoing status of the -7 certification and pace of expected deliveries for the remainder of this year, it is the Company's assumption that it will receive no -7 aircraft ~~from third parties~~deliveries in ~~2020~~2022, and ~~2021, combined.~~has the ability to convert -7s to -8s as noted in footnote (b).

Based on the Company's existing agreement with Boeing, ~~as reflected in the delivery schedule above, the Company's cash~~ capital commitments associated with its firm orders as of June 30, 2021, are as follows: 0ne for 2021 (due to previously agreed upon delivery credits provided by Boeing to the Company due to settlement of 2020 estimated damages related to the FAA grounding of the 737 MAX aircraft and progress payments made to date on undelivered aircraft), $1.52022, were: $2.4 billion remaining in 2022, ~~$1.2~~$2.2 billion in 2023, ~~$1.1 billion~~$910 million in 2024, ~~$835~~$845 million in 2025, ~~$971~~$984 million in 2026, $1.0 billion in 2027, and ~~$7.0~~$6.3 billion thereafter.

~~Contingencies~~

~~Southwest Airlines Co.~~

~~Notes~~In addition, subsequent to ~~Condensed Consolidated Financial Statements~~

~~(unaudited)~~June 30, 2022, and through August 1, 2022, due to the current status of the -7 certification, the Company converted 48 2023 -7 firm orders to -8 firm orders in 2023. These conversions did not result in a significant change to the Company's commitments as of June 30, 2022.

Contingencies

The Company is from time to time subject to various legal proceedings and claims arising in the ordinary course of business ~~including, but~~and records a liability for such claims when it is probable that a loss will be incurred and the amount is reasonably estimable. In recent years, the airline industry has experienced an increase in litigation asserting the application of state and local employment laws, particularly in California. On June 30, 2022, the U.S. Supreme Court denied review of the Ninth Circuit’s ruling in Bernstein v. Virgin America, Inc., which held that federal law did not ~~limited~~preempt the California state meal-and-rest-break regulations for flight attendants at issue. The Company is a defendant in multiple proceedings asserting wage and hour claims with respect to ~~examinations~~certain employees who work in, or are based in, California. The Bernstein decision may adversely affect the Company’s defenses in some or all of those proceedings and may give rise to additional litigation in these or other areas previously believed to be preempted by ~~the Internal Revenue Service ("IRS").~~federal law. The ~~Company's management does~~Company is currently not ~~expect that the outcome~~able to estimate a range of any of its currently ongoing legal proceedings or the outcome of any adjustments presented by the IRS, individually or collectively, will have a material adverse effect on the Company's financial condition, results of operations, or cash flow.possible loss.


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

11. ~~BOEING 737 MAX AIRCRAFT GROUNDING AND RETURN TO SERVICE~~FINANCING ACTIVITIES

On ~~March 13, 2019,~~May 1, 2020, the ~~FAA issued an emergency order for all U.S. airlines~~Company completed the public offering of $2.3 billion aggregate principal amount of Convertible Notes. The Convertible Notes bear interest at a rate of 1.25% and will mature on May 1, 2025. Interest on the notes is payable semi-annually in arrears on May 1 and November 1, beginning November 1, 2020.

Holders may convert their Convertible Notes at their option at any time prior to ~~ground all Boeing MAX aircraft.~~the close of business on the business day immediately preceding February 1, 2025, in the event certain conditions are met, as stated in the offering documents. As of June 30, 2022, the conditions were not met that would allow holders to exercise their conversion option.

Upon conversion, the Company will pay or deliver, as the case may be, cash, shares of the Company’s common stock or a combination of cash and shares of common stock, at the Company’s election. The Company ~~immediately complied~~intends to settle conversions by paying cash up to the principal amount of the Convertible Notes, with ~~the order and grounded all 34 MAX aircraft~~any excess conversion value settled in ~~its fleet. On November 18, 2020, the FAA rescinded the emergency order and issued official requirements~~cash or shares of common stock. The initial conversion rate is 25.9909 shares of common stock per $1,000 principal amount of Convertible Notes (equivalent to ~~enable U.S. airlines to return the Boeing 737 MAX to service. The Company returned the MAX to revenue service on March 11, 2021, after~~an initial conversion price of approximately $38.48 per share of common stock).

Upon issuance, the Company ~~met all FAA requirements~~bifurcated the Convertible Notes for accounting purposes between a liability component and ~~Pilots received updated, MAX-related training.~~an equity component utilizing applicable guidance. The liability component was determined by estimating the fair value of a hypothetical issuance of an identical offering excluding the conversion feature of the Convertible Notes. The initial carrying amount of the equity component was calculated as the difference between the liability component and the face amount of the Convertible Notes.

The ~~most significant financial impacts~~Company adopted ASU 2020-06, as of January 1, 2022, utilizing the modified retrospective method approach. See Note 3 for further information. Upon adoption, the Company reclassified the remaining equity component, of $300 million, from Additional paid-in capital to Long-term debt associated with its Convertible Notes, and no longer records amortization of the ~~grounding resulting from~~debt discount to Interest expense. The following table details the ~~FAA's emergency order were~~equity and liability component recognized related to the ~~lost revenues, operating income,~~Convertible Notes, prior to and ~~operating cash flows, and delayed capital expenditures, directly~~following the adoption of ASU 2020-06:


(in millions)	June 30, 2022		December 31, 2021
Equity component:
Carrying amount of Convertible Notes	$	—	$	311
Carrying amount of issuance costs	—		(11)
Net carrying amount	$	—	$	300
Liability component:
Principal amount	$	1,795	$	2,097
Unamortized debt discount	—		(255)
Net carrying amount	$	1,795	$	1,842

The Company recognized interest expense associated with the Company's grounded MAX fleet and other new aircraft that were not able to be delivered. In July 2019, Boeing announced a $4.9 billion after-tax charge for "potential concessions and other considerations to customers for disruptions related to the 737 MAX grounding." In January 2020, Boeing announced an additional pre-tax charge of $2.6 billion related to "estimated potential concessions and other considerations to customers related to the 737 MAX grounding."Convertible Notes as follows:


Notes to Condensed Consolidated Financial Statements			Southwest Airlines Co. Notes to Condensed Consolidated Financial Statements (unaudited)

~~During 2019,~~


	Three months ended June 30,				Six months ended June 30,
(in millions)	2022		2021		2022		2021
Non-cash amortization of the debt discount	$	—	$	19	$	—	$	37
Non-cash amortization of debt issuance costs	3		2		7		4
Contractual coupon interest	6		7		12		15
Total interest expense	$	9	$	28	$	19	$	56

The unamortized debt issuance costs are being recognized as non-cash interest expense based on the ~~Company entered into a Memorandum of Understanding with Boeing to compensate Southwest for estimated financial damages incurred during 2019 related to the grounding~~5-year term of the ~~MAX.~~notes, through May 1, 2025, less amounts that were or will be required to be accelerated immediately upon conversion or repurchases. The Company had no changes to conversion terms, ofcontingencies, or exercise prices during the ~~agreement are confidential, but were intended to provide for a substantial portion of the Company’s financial damages~~six months ended June 30, 2022. The effective interest rate associated with ~~both~~ the ~~34 MAX aircraft that were grounded as of March 13, 2019, as well as the 41 additional MAX aircraft the Company~~Convertible Notes was scheduled to receive (28 owned MAX from Boeing and 13 leased MAX from third parties) from March 13, 2019 through December 31, 2019. In accordance with applicable accounting principles, the Company will accountapproximately 1.9 percent for substantially all of the proceeds received from Boeing as a reduction in cost basis spread across both the existing 31 owned MAX in the Company’s fleet at the time, and the Company’s future firm aircraft deliveries as of the date of the agreement. No material financial impacts of the agreement were realized in the Company’s earnings during the years ended December 31, 2019 and 2020, or the three and six months ended June 30, ~~2021.~~2022.

During December 2020, the Company entered into an agreement with Boeing to compensate the Company for estimated financial damages incurred during 2020 related to the grounding of the MAX. The terms of the agreement are confidential, but the compensation is in the form of credit memos taken against future payments due to Boeing as aircraft have been and are delivered in accordance with the amended delivery schedule, or as future progress payments are due. In accordance with applicable accounting principles, the Company has accounted for substantially all of the compensation received from Boeing as a reduction in cost basis spread across both the existing owned MAX in the Company’s fleet, and the Company’s future firm aircraft deliveries from Boeing as of the date of the agreement. No material financial impacts of the agreement were realized in the Company’s earnings during the three and six months ended June 30, ~~2021.~~2022, the Company paid $231 million and $555 million, respectively, in debt and finance lease obligations, which included scheduled debt and lease payments, extinguishment of Convertible Notes, and the early prepayment of debt. The following tables present the impact of the partial extinguishment of the Company's Convertible Notes and early prepayment of debt within the unaudited Condensed Consolidated Statement of Comprehensive Income for the three and six months ended June 30, 2022:


	Three months ended June 30, 2022
(in millions)	Cash payment		Principal repayment		Loss on extinguishment (a)		Non-cash amortization of debt discount and (issuance) costs
1.25% Convertible Notes due 2025	$	178	$	138	$	42	$	(2)
5.125% Notes due 2027	$	27	$	26	$	1	$	—
4.75% Notes due 2023	3		3		—		—
5.25% Notes due 2025	1		1		—		—
Total	$	209	$	168	$	43	$	(2)


	Six months ended June 30, 2022
(in millions)	Cash payment		Principal repayment		Loss on extinguishment (a)		Non-cash amortization of debt discount and (issuance) costs
1.25% Convertible Notes due 2025	$	409	$	302	$	112	$	(5)
5.125% Notes due 2027	$	61	$	56	$	4	$	1
4.75% Notes due 2023	3		3		—		—
5.25% Notes due 2025	1		1		—		—
Total	$	474	$	362	$	116	$	(4)

(a) Reflected in Other (gains) losses, net.

The Company has access to $1.0 billion under its amended and restated revolving credit facility (the "Amended A&R Credit Agreement"). In July 2022, this facility was amended to extend the expiration date to August 2025, and to change the benchmark rate from the London Interbank Offered Rate to the Secured Overnight Financing Rate ("SOFR"). There were no amounts outstanding under the Amended A&R Credit Agreement as of June 30, 2022.

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Item 2. Management's Discussion and Analysis of Financial Condition and Results of Operations

Relevant comparative operating statistics for the three and six months ended June 30, 2022, 2021, and ~~2020~~2019 are included below. The Company provides these operating statistics because they are commonly used in the airline industry and, as such, allow readers to compare the Company’s performance against its results for the prior year period, as well as against the performance of the Company’s peers. InFor the ~~first half~~three and six months ended June 30, 2022, the Company believes a comparison of ~~both years,~~its 2022 to 2019 (pre-pandemic) operating statistics is relevant and useful as the Company continues to recover from the pandemic. For the three and six months ended June 30, 2021, and 2022, most of these operating statistics were significantly impacted by the COVID-19 pandemic and decisions the Company made as a result of the pandemic. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information.


		Three months ended June 30,										Three months ended June 30,
		2021			2020			Change				2022			2021			2022 Change to 2021			2019			2022 Change to 2019
Revenue passengers carried (000s)	Revenue passengers carried (000s)	26,158			5,253			n.m.			Revenue passengers carried (000s)	33,224			26,158			27.0	%		34,924			(4.9)	%
Enplaned passengers (000s)	Enplaned passengers (000s)	32,786			6,990			n.m.			Enplaned passengers (000s)	41,284			32,786			25.9	%		42,569			(3.0)	%
Revenue passenger miles (RPMs) (in millions)(a)	Revenue passenger miles (RPMs) (in millions)(a)	27,689			5,614			n.m.			Revenue passenger miles (RPMs) (in millions)(a)	32,523			27,689			17.5	%		34,528			(5.8)	%
Available seat miles (ASMs) (in millions)(b)	Available seat miles (ASMs) (in millions)(b)	33,414			17,887			86.8	%		Available seat miles (ASMs) (in millions)(b)	37,322			33,414			11.7	%		39,985			(6.7)	%
Load factor(c)	Load factor(c)	82.9		%	31.4		%	51.5		pts.	Load factor(c)	87.1		%	82.9		%	4.2		pts.	86.4		%	0.7		pts.
Average length of passenger haul (miles)	Average length of passenger haul (miles)	1,059			1,069			(0.9)	%		Average length of passenger haul (miles)	979			1,059			(7.6)	%		989			(1.0)	%
Average aircraft stage length (miles)	Average aircraft stage length (miles)	794			749			6.0	%		Average aircraft stage length (miles)	727			794			(8.4)	%		750			(3.1)	%
Trips flown	Trips flown	268,820			153,088			75.6	%		Trips flown	326,848			268,879			21.6	%		347,684			(6.0)	%
Seats flown (000s)(d)	Seats flown (000s)(d)	41,826			23,650			76.9	%		Seats flown (000s)(d)	50,758			41,836			21.3	%		52,398			(3.1)	%
Seats per trip(e)	Seats per trip(e)	155.6			154.5			0.7	%		Seats per trip(e)	155.3			155.6			(0.2)	%		150.7			3.1	%
Average passenger fare	Average passenger fare	$	136.46		$	134.04		1.8	%		Average passenger fare	$	184.17		$	136.46		35.0	%		$	157.10		17.2	%
Passenger revenue yield per RPM (cents)(f)	Passenger revenue yield per RPM (cents)(f)	12.89			12.54			2.8	%		Passenger revenue yield per RPM (cents)(f)	18.81			12.89			45.9	%		15.89			18.4	%
Operating revenues per ASM (cents)(g)	Operating revenues per ASM (cents)(g)	11.99			5.63			113.0	%		Operating revenues per ASM (cents)(g)	18.03			11.99			50.4	%		14.78			22.0	%
Passenger revenue per ASM (cents)(h)	Passenger revenue per ASM (cents)(h)	10.68			3.94			171.1	%		Passenger revenue per ASM (cents)(h)	16.39			10.68			53.5	%		13.72			19.5	%
Operating expenses per ASM (cents)(i)	Operating expenses per ASM (cents)(i)	10.22			11.94			(14.4)	%		Operating expenses per ASM (cents)(i)	14.92			10.22			46.0	%		12.36			20.7	%
Operating expenses per ASM, excluding fuel (cents)	Operating expenses per ASM, excluding fuel (cents)	7.81			10.50			(25.6)	%		Operating expenses per ASM, excluding fuel (cents)	10.54			7.81			35.0	%		9.52			10.7	%
Operating expenses per ASM, excluding fuel and profitsharing (cents)	Operating expenses per ASM, excluding fuel and profitsharing (cents)	7.56			10.50			(28.0)	%		Operating expenses per ASM, excluding fuel and profitsharing (cents)	10.32			7.56			36.5	%		9.09			13.5	%
Fuel costs per gallon, including fuel tax	Fuel costs per gallon, including fuel tax	$	1.88		$	1.23		52.8	%		Fuel costs per gallon, including fuel tax	$	3.36		$	1.88		78.7	%		$	2.13		57.7	%
Fuel costs per gallon, including fuel tax, economic	Fuel costs per gallon, including fuel tax, economic	$	1.92		$	1.33		44.4	%		Fuel costs per gallon, including fuel tax, economic	$	3.36		$	1.92		75.0	%		$	2.13		57.7	%
Fuel consumed, in gallons (millions)	Fuel consumed, in gallons (millions)	426			208			104.8	%		Fuel consumed, in gallons (millions)	486			426			14.1	%		532			(8.6)	%
Active fulltime equivalent Employees(j)	Active fulltime equivalent Employees(j)	54,448			61,118			(10.9)	%		Active fulltime equivalent Employees(j)	62,333			54,448			14.5	%		59,793			4.2	%
Aircraft at end of period(k)	Aircraft at end of period(k)	736			737			(0.1)	%		Aircraft at end of period(k)	730			736			(0.8)	%		753			(3.1)	%

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		Six months ended June 30,										Six months ended June 30,
		2021			2020			Change				2022			2021			2022 Change to 2021			2019			2022 Change to 2019
Revenue passengers carried (000s)	Revenue passengers carried (000s)	40,383			30,001			34.6	%		Revenue passengers carried (000s)	59,253			40,383			46.7	%		66,220			(10.5)	%
Enplaned passengers (000s)	Enplaned passengers (000s)	50,713			36,768			37.9	%		Enplaned passengers (000s)	73,289			50,713			44.5	%		80,382			(8.8)	%
Revenue passenger miles (RPMs) (in millions)(a)	Revenue passenger miles (RPMs) (in millions)(a)	42,565			29,549			44.0	%		Revenue passenger miles (RPMs) (in millions)(a)	59,006			42,565			38.6	%		65,232			(9.5)	%
Available seat miles (ASMs) (in millions)(b)	Available seat miles (ASMs) (in millions)(b)	56,561			53,237			6.2	%		Available seat miles (ASMs) (in millions)(b)	71,706			56,561			26.8	%		77,871			(7.9)	%
Load factor(c)	Load factor(c)	75.3		%	55.5		%	19.8		pts.	Load factor(c)	82.3		%	75.3		%	7.0		pts.	83.8		%	(1.5)		pts.
Average length of passenger haul (miles)	Average length of passenger haul (miles)	1,054			985			7.0	%		Average length of passenger haul (miles)	996			1,054			(5.5)	%		985			1.1	%
Average aircraft stage length (miles)	Average aircraft stage length (miles)	785			741			5.9	%		Average aircraft stage length (miles)	745			785			(5.1)	%		751			(0.8)	%
Trips flown	Trips flown	461,221			465,481			(0.9)	%		Trips flown	614,599			461,280			33.2	%		674,074			(8.8)	%
Seats flown (000s)(d)	Seats flown (000s)(d)	71,617			70,780			1.2	%		Seats flown (000s)(d)	95,305			71,627			33.1	%		101,871			(6.4)	%
Seats per trip(e)	Seats per trip(e)	155.3			152.1			2.1	%		Seats per trip(e)	155.1			155.3			(0.1)	%		151.1			2.6	%
Average passenger fare	Average passenger fare	$	130.79		$	151.63		(13.7)	%		Average passenger fare	$	173.06		$	130.79		32.3	%		$	154.50		12.0	%
Passenger revenue yield per RPM (cents)(f)	Passenger revenue yield per RPM (cents)(f)	12.41			15.40			(19.4)	%		Passenger revenue yield per RPM (cents)(f)	17.38			12.41			40.0	%		15.68			10.8	%
Operating revenues per ASM (cents)(g)	Operating revenues per ASM (cents)(g)	10.71			9.85			8.7	%		Operating revenues per ASM (cents)(g)	15.93			10.71			48.7	%		14.20			12.2	%
Passenger revenue per ASM (cents)(h)	Passenger revenue per ASM (cents)(h)	9.34			8.55			9.2	%		Passenger revenue per ASM (cents)(h)	14.30			9.34			53.1	%		13.14			8.8	%
Operating expenses per ASM (cents)(i)	Operating expenses per ASM (cents)(i)	9.31			12.17			(23.5)	%		Operating expenses per ASM (cents)(i)	14.52			9.31			56.0	%		12.31			18.0	%
Operating expenses per ASM, excluding fuel (cents)	Operating expenses per ASM, excluding fuel (cents)	7.06			10.05			(29.8)	%		Operating expenses per ASM, excluding fuel (cents)	10.84			7.06			53.5	%		9.55			13.5	%
Operating expenses per ASM, excluding fuel and profitsharing (cents)	Operating expenses per ASM, excluding fuel and profitsharing (cents)	6.87			10.05			(31.6)	%		Operating expenses per ASM, excluding fuel and profitsharing (cents)	10.68			6.87			55.5	%		9.21			16.0	%
Fuel costs per gallon, including fuel tax	Fuel costs per gallon, including fuel tax	$	1.78		$	1.69		5.3	%		Fuel costs per gallon, including fuel tax	$	2.86		$	1.78		60.7	%		$	2.09		36.8	%
Fuel costs per gallon, including fuel tax, economic	Fuel costs per gallon, including fuel tax, economic	$	1.83		$	1.72		6.4	%		Fuel costs per gallon, including fuel tax, economic	$	2.86		$	1.83		56.3	%		$	2.09		36.8	%
Fuel consumed, in gallons (millions)	Fuel consumed, in gallons (millions)	712			664			7.2	%		Fuel consumed, in gallons (millions)	923			712			29.6	%		1,026			(10.0)	%
Active fulltime equivalent Employees(j)	Active fulltime equivalent Employees(j)	54,448			61,118			(10.9)	%		Active fulltime equivalent Employees(j)	62,333			54,448			14.5	%		59,793			4.2	%
Aircraft at end of period(k)	Aircraft at end of period(k)	736			737			(0.1)	%		Aircraft at end of period(k)	730			736			(0.8)	%		753			(3.1)	%

(a) A revenue passenger mile is one paying passenger flown one mile. Also referred to as "traffic," which is a measure of demand for a given period.

(b) An available seat mile is one seat (empty or full) flown one mile. Also referred to as "capacity," which is a measure of the space available to carry passengers in a given period.

(d) Seats flown is calculated using total number of seats available by aircraft type multiplied by the total trips flown by the same aircraft type during a particular period.

(e) Seats per trip is calculated by dividing seats flown by trips flown.

(f) Calculated as passenger revenue divided by revenue passenger miles. Also referred to as "yield," this is the average cost paid by a paying passenger to fly one mile, which is a measure of revenue production and fares.

(g) Calculated as operating revenues divided by available seat miles. Also referred to as "operating unit ~~revenues,"~~revenues" or "RASM," this is a measure of operating revenue production based on the total available seat miles flown during a particular period.

(h) Calculated as passenger revenue divided by available seat miles. Also referred to as "passenger unit revenues," this is a measure of passenger revenue production based on the total available seat miles flown during a particular period.

(i) Calculated as operating expenses divided by available seat miles. Also referred to as "unit ~~costs,"~~costs", "cost per available seat mile," or "CASM" this is the average cost to fly an aircraft seat (empty or full) one mile, which is a measure of cost efficiencies.

(j) Included 1,446 Employees ~~participating in the~~on Extended Emergency Time Off ~~program~~ as of June 30, 2021. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information.

(k) Included four and 39 Boeing 737 Next Generation aircraft in ~~temporary~~ storage as of June 30, 2022 and June 30, 2021,. ~~Also included~~ respectively. Included 34 Boeing 737 MAX ~~and 77 Boeing 737 Next Generation~~("MAX") aircraft in ~~long-term~~long term storage as of June 30, ~~2020. See Note 11 to the unaudited Condensed Consolidated Financial Statements for further information.~~2019.

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Financial Overview

In late February 2020, the Company began to see a negative impact from the COVID-19 pandemic, which quickly accelerated during first quarter 2020 and continued throughout 2020. The Company continued to experience negative impacts to passenger demand and bookings early in 2021, due to the pandemic, in particular with respect to business travel, although as a result of declining COVID-19 cases throughout the United States, easing travel restrictions, lifting of business restrictions, and an increase in the numbers of persons vaccinated, domestic leisure travel demand and bookings improved during second quarter 2021. The Company's financial results in ~~both years, on both a GAAP~~2021 were impacted and ~~Non-GAAP basis, were significantly~~in 2022 have continued to be impacted, by the effects of the COVID-19 pandemic, which began in early 2020, on both an accounting principles generally accepted in the United States ("GAAP") and ~~resulting effect on~~Non-GAAP basis. Although demand for leisure travel surged in second quarter 2022 and ~~passenger bookings.~~second quarter 2022 Operating revenues exceeded second quarter 2019 Operating revenues, both capacity (or ASMs) and business travel remained below comparable 2019 levels primarily due to available staffing constraints, in particular Pilots. In addition, GAAP results for the three and six months ended June 30, 2021, included ~~$1.5 billion and $2.7 billion, respectively, in grants of~~impacts associated with payroll funding support ("Payroll Support") ~~from~~programs with the United States Department of the Treasury ("Treasury")~~. See~~, as referenced in Note 2 to the unaudited Condensed Consolidated Financial Statements for further information on payroll support programs administered through Treasury, as well as the significant impacts to the Company’s operations, financial performance, and liquidity from the COVID-19 pandemic.Statements.

The Company recorded second quarter and year-to-date GAAP and non-GAAP results for 2022, 2021, and ~~2020~~2019 as noted in the following tables. ~~See Note Regarding Use~~The Company believes comparisons of ~~Non-GAAP Financial Measures and~~current year financial results to 2019 continue to be relevant given the ~~Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures.~~
Three months ended Six Months Ended
(in millions, except per share amounts) June 30, June 30,
GAAP 2021 2020 Percent Change 2021 2020 Percent Change
Operating income (loss) $ 594 $ (1,127) n.m. $ 793 $ (1,237) n.m.
Net income (loss) $ 348 $ (915) n.m. $ 463 $ (1,009) n.m.
Net income (loss) per share, diluted $ 0.57 $ (1.63) n.m. $ 0.76 $ (1.87) n.m.

Non-GAAP
Operating loss $ (162) $ (2,154) (92.5) $ (1,431) $ (2,264) (36.8)
Net loss $ (206) $ (1,501) (86.3) $ (1,221) $ (1,578) (22.6)
Net loss per share, diluted $ (0.35) $ (2.67) (86.9) $ (2.07) $ (2.93) (29.4)

~~The~~ significant ~~increase in GAAP Net income (loss) and Operating income (loss), and significant decrease in non-GAAP Net loss and Operating loss, year-over-year, for both~~impacts resulting from the quarter and year-to-date periods noted above, was primarily due to the declining COVID-19 cases throughout the United States, easing travel restrictions, lifting of business restrictions, and an increase in the numbers of persons vaccinated, as domestic leisure travel demand and bookings improved rapidly during 2021. These impacts combined to result in a 297.6 percent increase in Operating revenues in second quarter 2021, and a 15.6 percent increase in Operating revenues for the six months ended June 30, 2021. See below and Note 2 to the unaudited Condensed Consolidated Financial Statements for further information.

pandemic. See Note Regarding Use of Non-GAAP Financial Measures and the Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures.

~~COVID-19 Pandemic Impacts~~


	Three months ended June 30,
(in millions, except per share amounts)
GAAP	2022		2021		2022 Change to 2021		2019		2022 Change to 2019
Operating income	$	1,158	$	594	94.9	%	$	968	19.6	%
Net income	$	760	$	348	118.4	%	$	741	2.6	%
Net income per share, diluted	$	1.20	$	0.57	110.7	%	$	1.37	(12.3)	%

Non-GAAP
Operating income (loss)	$	1,173	$	(162)	n.m.		$	968	21.2	%
Net income (loss)	$	825	$	(206)	n.m.		$	741	11.3	%
Net income per share, diluted	$	1.30	$	(0.35)	n.m.		$	1.37	(4.9)	%

~~In response~~


	Six months ended June 30,
(in millions, except per share amounts)
GAAP	2022		2021		2022 Change to 2021		2019		2022 Change to 2019
Operating income	$	1,007	$	793	27.0	%	$	1,473	(31.6)	%
Net income	$	482	$	463	4.1	%	$	1,128	(57.3)	%
Net income per share, diluted	$	0.77	$	0.76	0.7	%	$	2.06	(62.9)	%

Non-GAAP
Operating income (loss)	$	1,038	$	(1,431)	n.m.		$	1,473	(29.5)	%
Net income (loss)	$	633	$	(1,221)	n.m.		$	1,128	(43.9)	%
Net income per share, diluted	$	1.00	$	(2.07)	n.m.		$	2.06	(51.4)	%

The Company's financial results for the three and six months ended June 30, 2022, exceeded the comparative 2021 financial results despite $724 million and $1.9 billion in grant allocations of Payroll Support from Treasury during the three and six months ended June 30, 2021, respectively, utilized to fund a portion of salaries, wages, and benefits. See below and Note 2 to the ~~far-reaching impacts of~~unaudited Condensed Consolidated Financial Statements for further information. On a non-GAAP basis, the ~~COVID-19 pandemic,~~Company's Operating income (loss) and Net income (loss) improved significantly in the ~~Company took,~~three and ~~continues~~six months ended June 30, 2022, versus the same prior year period due to ~~assess and modify, measures to support~~ the well-being of both its Employees and passengers, including procedures and policies intended to maintain cleanliness on aircraft and at facilities, and mitigate the spread of the virus. The Company also continues to monitor guidelines and recommendations from the Centers for Disease Control and Prevention

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~~applicable to~~significant recovery in travel demand, which was aided by a reduction in COVID-19 cases and hospitalizations, an increase in vaccinations, and a decline in travel-related restrictions across the ~~Company’s daily operations,~~United States. See Note Regarding Use of Non-GAAP Financial Measures and the ~~manner~~Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures. These impacts combined resulted in ~~which~~a 67.9 percent and 88.5 percent increase in Operating revenues for the ~~majority of~~three and six months ended June 30, 2022, respectively, versus the ~~Company’s office~~same prior year periods. Operating revenues for the three and ~~clerical Employees work on a daily basis.~~six months ended June 30, 2022, exceeded the comparative 2019 pre-pandemic levels primarily due to higher yields, despite the slight decrease in capacity. Operating expenses for the three and six months ended June 30, 2022, exceeded the comparative pre-pandemic 2019 levels primarily due to higher salaries, wages, and benefits and fuel prices.

2022 Outlook

The following tables present current selected financial guidance for third quarter and full year 2022:

3Q 2022 Estimation

Operating revenue compared with 2019 (a)

Up 8% to 12%

ASMs compared with 2019 (b)

~Flat

Economic fuel costs per gallon (c)(d)

$3.25 to $3.35

Fuel hedging premium expense per gallon

$0.02

Fuel hedging cash settlement gains per gallon

$0.46

ASMs per gallon (fuel efficiency)

76 to 78

CASM-X (e) compared with 2019 (f)

Up 12% to 15%

Scheduled debt repayments (millions)

~$55

Interest expense (millions)

~$90

Aircraft (g)

741


									2022 Estimation
ASMs compared with 2019 (b)									Down ~4%
Economic fuel costs per gallon (c)(d)									$2.95 to $3.05
Fuel hedging premium expense per gallon									$0.04
Fuel hedging cash settlement gains per gallon									$0.51
CASM-X (e) compared with 2019 (f)									Up 12% to 16%
Scheduled debt repayments (millions)									~$820
Interest expense (millions)									~$360
Aircraft (g)									765
Effective tax rate									24% to 26%
Capital spending (billions) (h)									~$4.0

(a) The Company believes that operating revenues compared with 2019 is a relevant measure of performance due to the significant impacts in 2020 and 2021 from the pandemic.

(b) Available seat miles (ASMs, or capacity). The Company's flight schedule is currently published for sale through March 8, 2023. The Company currently expects fourth quarter 2022 capacity to be down in the range of 1 percent to 2 percent compared with fourth quarter 2019, and first quarter 2023 capacity to be up approximately 10 percent, compared with first quarter 2022.

(c) See Note Regarding Use of Non-GAAP Financial Measures for additional information on special items. In addition, information regarding special items and economic results is included in the accompanying table Reconciliation of Reported Amounts to Non-GAAP Items (also referred to as "excluding special items").

(d) Based on the Company's existing fuel derivative contracts and market prices as of July 21, 2022, third quarter, fourth quarter, and full year 2022 economic fuel costs per gallon are estimated to be in the range of $3.25 to $3.35, $3.00 to $3.10, and $2.95 to $3.05, respectively. Economic fuel cost projections do not reflect the potential impact of special items because the Company cannot reliably predict or estimate the hedge accounting impact associated with the volatility of the energy markets, the impact of COVID-19 cases on air travel demand, or the impact to its financial statements in future periods. Accordingly, the

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Company believes a reconciliation of non-GAAP financial measures to the equivalent GAAP financial measures for projected results is not meaningful or available without unreasonable effort. See Note Regarding Use of Non-GAAP Financial Measures.

(e) Operating expenses per available seat mile, excluding fuel and oil expense, special items, and profitsharing.

(f) Projections do not reflect the potential impact of fuel and oil expense, special items, and profitsharing because the Company cannot reliably predict or estimate those items or expenses or their impact to its financial statements in future periods, especially considering the significant volatility of the fuel and oil expense line item. Accordingly, the Company believes a reconciliation of non-GAAP financial measures to the equivalent GAAP financial measures for these projected results is not meaningful or available without unreasonable effort.

(g) Aircraft on property, end of period. The Company ended second quarter 2022 with 730 Boeing 737 aircraft. During third quarter 2022, the Company expects to take delivery of 23 Boeing 737 MAX 8 (-8) aircraft and retire 12 Boeing 737-700 (-700) aircraft to end the quarter with 741 aircraft. During fourth quarter 2022, the Company expects to take delivery of 31 -8 aircraft and retire seven -700 aircraft to end the year with 765 aircraft. The delivery schedule for the Boeing 737 MAX 7 (-7) is dependent on the Federal Aviation Administration ("FAA") issuing required certifications and approvals to Boeing and the Company. The FAA will ultimately determine the timing of the -7 certification and entry into service, and the Company therefore offers no assurances that current estimations and timelines are correct. Furthermore, given the current ongoing status of the -7 certification and pace of expected deliveries for the remainder of this year, it is the Company's assumption that it will receive no -7 aircraft deliveries in 2022, and that the remaining 48 Boeing 737 MAX (MAX) aircraft reflected in its 2022 contractual order book will shift into 2023.

(h) Represents the Company's current expectation which assumes the exercise of its five remaining 2022 MAX aircraft delivery options, and a total of 66 -8 aircraft deliveries in 2022, compared with the Company's previous estimation which assumed the delivery of 114 MAX aircraft in 2022. The Company continues to estimate $900 million in non-aircraft capital spending in 2022.

COVID-19 Pandemic Impacts

As detailed in Note 2 to the unaudited Condensed Consolidated Financial Statements, in connection with the major negative impact of COVID-19 on air carriers, the Company has received significant financial assistance from Treasury in the form of Payroll Support, and this assistance ~~will continue to have~~had a significant impact on the Company's reported GAAP financial results ~~at least through~~in 2021. Such impact ended in third quarter ~~2021.~~2021, and the Company's 2022 results do not reflect the benefit of this Payroll Support, and its future periods are not expected to benefit from such Payroll Support. However, future cash flows will be impacted through the portion of Payroll Support that was in the form of loans that will have to be repaid to Treasury.

During second quarter 2020, the Company introduced Voluntary Separation Program 2020 ("Voluntary Separation Program") and the Extended Emergency Time Off ("Extended ETO") program which helped closer align staffing to reduced flight schedules and enabled the Company to avoid involuntary furloughs and layoffs associated with the impacts of the pandemic. Approximately 16,000 Employees ~~had until July 15, 2020, to determine whether~~elected to participate in one of these ~~programs, and approximately 15,000~~programs. All Employees that elected to ~~do so. During second quarter 2021, 7,000 Employees returned from~~participate in the Extended ETO program have since returned or been recalled to work, or have chosen to permanently separate from the Company, and ~~1,466~~no Employees ~~remained~~were on Extended ETO ~~leave as~~past March 31, 2022. The Company realized approximately $1.1 billion of ~~June 30,~~full year 2021 ~~although most of those Employees will be recalled by September 30, 2021. In accordance with applicable accounting guidance,~~cost savings from the ~~Company accrued a total charge of $1.4 billion in 2020 related to the special termination benefits for Employees who had accepted the Company's offer to participate in its~~ Voluntary Separation Program and ~~the special benefits for Employees who participated in its~~ Extended ETO ~~program. The accrual is being reduced as program benefits are paid or as it becomes~~but expects no ~~longer probable that Employees will remain on leave for their elected terms. This program has allowed the Company to reduce its fixed~~material cost ~~structure~~savings from these programs in ~~the near-term, while maintaining the ability to adjust to an improvement in travel demand.~~2022 and beyond. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information. ~~As a result~~

The Company met its 2021 hiring goals and plans to add over 10,000 Employees, net of ~~these voluntary programs,~~attrition, in 2022. The Company continues to strive to provide sufficient and optimized staffing to support its anticipated flight schedule plans for 2022 and beyond. For the ~~Company's salaries, wages,~~three and ~~benefits costs were lowered by approximately $325 million for the three~~six months ended June 30, ~~2021.~~2022, the Company hired approximately 4,000 and 7,300 Employees, respectively, net of attrition, and returned to overall pre-pandemic staffing levels in May 2022. The Company has been making additional investments to attract and retain talent, including the decision in fourth quarter 2021 to further raise the Company's starting hourly pay rates from $15 per hour to $17 per hour for certain of its workgroups, subject, in each case, to acceptance of such change by the applicable union.

Company Overview

~~On November 18, 2020, the Federal Aviation Administration (the "FAA") issued official requirements to enable airlines to return the Boeing 737 MAX to service.~~ The Company worked to meet the FAA's requirements by modifying certain operating procedures, implementing enhanced Pilot training requirements, installing FAA-approved flight control software updates, and completing other required maintenance tasks specific to the MAX aircraft. The Company began returning the MAX to service on March 11, 2021, after the Company met all FAA requirements and Pilots received updated, MAX-related training. Subsequently, during April 2021, the Company became aware of a Boeing production issue related to the electrical power system on a subset of MAX aircraft. Upon learning of the issue, the Company immediately removed 32 MAX aircraft from service for review. As of June 30, 2021, all MAX aircraft have received the repairs and maintenance as directed by the FAA andhas entered into supplemental agreements with The Boeing Company ("Boeing"), to increase aircraft orders and ~~have been returned to service.~~

~~Based on~~accelerate certain options with the goal of improving potential growth opportunities, restoring its network closer to pre-pandemic levels, lowering operating costs, and ~~ongoing~~further modernizing its fleet ~~modernization plans~~with less carbon-

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intensive aircraft. See Note 10 to the unaudited Condensed Consolidated Financial Statements for a less carbon-intensive aircraft, the Company recently entered into supplemental agreements with Boeing to increase its 2022 firm orders by 34 Boeing 737 MAX 7 ("MAX 7") aircraft (consisting of two 2022 options exercised and 32 options accelerated and exercised from later years), resulting in 234 firm orders for MAX 7 aircraft as of June 30, 2021. Additionally, the Company accelerated 10 options into 2022, 32 options into 2023, 16 options into 2024, 16 options into 2025, and added 32 new options into 2026 through 2027, bringing the total firm and option order book to 660 aircraft as of June 30, 2021. On July 1, 2021, the Company exercised three options for delivery in 2022 and intends to exercise another three options in July 2021 for 2022 delivery. Upon the planned exercise of these three additional options, the Company's 2022 firm orders will increase to 70 with 44 remaining options, and its order book with Boeing will consist of a total of 389 MAX firm orders (240 MAX 7 and 149 MAX 8) and 262 MAX options (MAX 7 or MAX 8) for years 2021 through 2031.further information. The Company continues to expect that more than half of the MAX aircraft in its firm order book will replace a significant amount of its ~~461~~442 Boeing 737-700 ("-700") aircraft over the next 10 to 15 years to support the modernization of ~~its~~the Company's fleet, a key component of its environmental sustainability efforts.

For first half 2022, the Company was scheduled to receive 28 -8 aircraft, of which only 12 were received, all during second quarter 2022. The Company ended second quarter ~~2021~~2022 with ~~736~~730 aircraft, which reflects four owned -700 retirements. In addition, the Company had four -700 aircraft in ~~its~~storage as of June 30, 2022, all of which were subsequently retired from the Company's fleet ~~including 68~~in July 2022. The Company is experiencing delays in aircraft deliveries from Boeing ~~MAX 8 aircraft. During second~~and now estimates 2022 deliveries to be 66 versus the previously expected 114. The Company is currently assuming 23 and 31 -8 aircraft deliveries in third quarter ~~2021,~~and fourth quarter 2022, respectively. The Company plans to retire 12 and seven -700 aircraft in third quarter and fourth quarter 2022, respectively. As a result, the Company ~~took delivery~~expects to end third quarter with 741 aircraft and end 2022 with 765 aircraft, compared with its previous guidance of ~~seven Boeing 737 MAX 8 ("MAX 8")~~814 aircraft. The Company ~~expects delivery of one additional leased Boeing 737 MAX 8 aircraft by December 31, 2021. Also during second quarter 2021, the Company returned one leased 737-700 aircraft and~~now expects to retire ~~one more 737-700~~29 -700 aircraft in ~~2021, for a total~~2022, compared with its previous guidance of 1028 -700 retirements in 2021. As of June 30, 2021, 39 737-700 aircraft remained in temporary storage due to the prolonged period of depressed capacity levels. These aircraft are expected to have required maintenance checks completed and be returned to service by the end of this year.

The Company has published its flight schedule through ~~January 5, 2022. The~~March 8, 2023. During 2022, the Company is ~~pursuing additional revenue opportunities that utilize idle aircraft to provide Southwest's legendary Customer Service to new, popular destinations. The Company is leveraging additional airports~~focusing on restoring its network, primarily in ~~or near~~ cities ~~where its~~with a very strong Customer base, ~~is large, along~~by adding city pair frequencies and connecting new service with ~~adding easier access~~existing points-of-strength to ~~popular leisure-oriented destinations~~increase Customer depth.

On March 24, 2022, the Company announced a new fare product, Wanna Get Away Plus™, which became available to Customers in May 2022. Wanna Get Away Plus provides Customers with more flexibility, choice, and rewards for a modest buy-up from ~~across its domestic-focused network. These additional service points on~~ the Company's ~~route map are opportunities it can provide~~Wanna Get Away® fare product. In addition to all of the usual day of travel benefits and booking flexibility offered to Customers ~~now,~~across all ~~while better positioning~~of the ~~Company for a travel demand rebound. During 2021,~~Company's fares, Wanna Get Away Plus provides additional benefits as compared with the ~~Company has begun service to new destinations~~Wanna Get Away fare product, including:

•~~Chicago O'Hare International Airport and Sarasota Bradenton International Airport - February 14, 2021~~Transferable flight credit(s), a new benefit that generally enables Customers to make a one-time transfer of eligible unused flight credit(s) to a new traveler for future use;

•~~Colorado Springs Municipal Airport~~More flexibility through same-day confirmed change/same-day standby; and ~~Savannah/Hilton Head International Airport - March 11, 2021~~

•~~Houston's George Bush Intercontinental Airport and Santa Barbara Airport - April 12, 2021~~

•~~Fresno Yosemite International Airport - April 25, 2021~~

•~~Destin-Fort Walton Beach Airport - May 6, 2021~~

•~~Myrtle Beach International Airport - May 23, 2021~~

•~~Bozeman Yellowstone International Airport - May 27, 2021~~

•~~Jackson-Medgar Wiley Evers International Airport~~More earning power in ~~Mississippi - June 6, 2021~~the Company's Rapid Rewards® loyalty program, with 8X points awarded on flights instead of the 6X points awarded on Wanna Get Away fares.

In July 2022, the Company announced that flight credits will no longer expire. The Company expects that this policy change, combined with its other attractive brand attributes, will contribute to an increase in Customer loyalty. Flight credits result from canceling reservations and previously were valid for no longer than one year from the date of original purchase. Flight credits for non-refundable fares will be issued as long as the reservation is cancelled more than 10 minutes prior to the scheduled departure. Flight credits or refunds for refundable fares will be issued regardless of cancellation time. Flight credits unexpired on, or created on or after July 28, 2022 do not expire and will show an expiration date (12/31/2040) until the Company’s systems are updated. A flight credit with an expiration date on or before July 27, 2022, has ~~also announced other new destinations and expected service commencement dates including:~~

•~~Eugene Airport~~expired in ~~Oregon - August 29, 2021~~

•~~Bellingham International Airport in Washington - November 7, 2021~~

•~~Syracuse Hancock International Airport in New York - November 14, 2021~~accordance with its existing expiration date.

On March 28, 2022, the Company reached a tentative collective-bargaining agreement with the International Association of Machinists and Aerospace Workers, AFL-CIO ("IAM"), which represents the Company's approximately 6,000 Customer Service Agents, Customer Representatives, and Source of Support Representatives. However, during May 2022, the IAM membership voted not to ratify the agreement. The Company ~~began additional service~~will continue to ~~Hawaii from Los Angeles and Las Vegas~~engage in discussions on ~~June 6, 2021, and from Phoenix on June 27, 2021. Alongside established Hawaii service at five other California airports, these three additional gateways~~a new agreement with ~~nonstop service to multiple airports in the Hawaiian Islands now give Southwest Customers in more than 40 cities on the mainland low-fare connecting or same-plane access to Hawaii.~~IAM.

~~The COVID-19 pandemic had~~On June 3, 2022, the Company reached a ~~particularly negative impact on international operations and led to~~tentative collective-bargaining agreement with the Aircraft Mechanics Fraternal Association ("AMFA"), which represents the Company's ~~suspension of international operations in first quarter 2020.~~nearly 170 Aircraft Appearance Technicians. However, the AMFA membership voted not to ratify the agreement. The Company has since resumed service to Aruba, Mexico, Costa Rica, Jamaica, the Dominican Republic, and Cuba. With the easing of government restrictions and continued increase in demand for beach and leisure destinations, the Company intends to resume service to its remaining international destinations, including Belize, the Bahamas, Turks and Caicos, and the Cayman Islands, by November 7, 2021.

Thus far, the Company continues to experience typical leisure booking patterns for summer and fall 2021 travel. Based on current bookings, leisure passenger traffic and fares in July 2021 are expected to trend higher than July 2019 levels. The Company's revenue outlook for August 2021 is impacted by less holiday travel, an estimated one to two point headwind, compared with August 2019, as the Labor Day holiday weekend falls in September 2021, whereas it was split between August and September in 2019. Despite steady weekly improvements in business bookings, thus far, in July, the lag in business travel recovery is expected towill continue to ~~have~~engage in discussions on a ~~negative impact on close-in demand and average passenger fares in third quarter 2021.~~new agreement with AMFA.

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As part of its commitment to corporate sustainability, on April 22, 2022, the Company published its 2021 One Report describing the Company's sustainability strategies, which include the Company’s fuel conservation and emissions mitigation initiatives and other efforts to minimize greenhouse gas emissions and address other environmental matters such as energy and water conservation, waste minimization, and recycling. The ~~following table presents selected preliminary estimates~~Company also published its first ever Diversity, Equity, and Inclusion ("DEI") Report on April 22, 2022. A companion piece to the One Report, the DEI Report takes a deeper dive into the Company's DEI goals, commitments, and initiatives and highlights the expected path forward. Information contained in the Southwest One Report and/or the DEI Report is not incorporated by reference into, and does not constitute a part of, ~~operating revenue and load factor for July and August 2021:~~

Estimated
July 2021

Estimated
August 2021

~~Operating revenue compared with 2019 (a)~~

~~Down 10% to 15%~~

~~Down 12% to 17%~~

~~Previous estimation~~

~~Down 15% to 20%~~

~~(b)~~

~~Load factor~~

~~~85%~~

~~~80%~~

~~Previous estimation~~

~~(b)~~

~~(a) The~~this Form 10-Q. While the Company believes that ~~operating revenues compared with 2019 is a more relevant measure of performance than a year-over-year comparison due to~~ the ~~significant impacts in 2020 due to the pandemic.~~

~~(b) Remains unchanged from the previously provided estimation.~~

~~The Company expects its third quarter 2021 capacity to increase from second quarter 2021 levels, based on the expectation of further improvement in travel demand. The Company is~~disclosures contained in the ~~process~~Southwest One Report, the DEI Report, and other voluntary disclosures regarding environmental, social, and governance (“ESG”) matters are responsive to various areas of ~~adjusting its published flight schedules for September and October 2021. Including these adjustments, the following table presents capacity estimates for third quarter 2021:~~

Estimated
July 2021

Estimated
August 2021

Estimated
September 2021

Estimated
3Q 2021

~~ASMs year-over-year~~

~~Up ~41%~~

~~Up ~68%~~

~~Up ~49%~~

~~Previous estimation~~

~~(a)~~

~~Up ~39%~~

~~(a)~~

~~ASMs compared with 2019~~

~~Down ~3%~~

~~Up ~3%~~

~~Comparable~~

~~Previous estimation~~

~~(a)~~

~~Comparable~~

~~(a)~~

~~(a) Remains unchanged from previously provided estimation.~~

~~In addition, the Company currently expects its fourth quarter 2021 capacity to increase approximately 68 percent, year-over-year, and to be comparable with fourth quarter 2019.~~

Based on current cost trends, third quarter 2021 operating expenses and unit costs, excluding fuel and oil expense, special items, and profitsharing, are expected to increase in the range of one to five percent, compared with third quarter 2019. The Company currently estimates three to four points of the unit cost increase in third quarter 2021 to be attributable to ramp up costs and premium pay being offered to Operations Employees. Another one point is attributable to lower estimated cost savings from voluntary leave programs due to higher than projected Employee recalls. The projections do not reflect the potential impact of Fuel and oil expense, special items, and profitsharing expense because the Company cannot reliably predict or estimate these items or expenses or their impact to its financial statements in future periods, especially considering the significant volatility of the Fuel and oil expense line item. Accordingly,investor interest, the Company believes ~~a reconciliation of non-GAAP financial measures~~that these disclosures do not currently address matters that are material in the near term to the ~~equivalent GAAP~~Company’s operations, strategy, financial ~~measures for projected~~condition, or financial results, although this view may change in the future based on new information that could materially alter the estimates, assumptions, or timelines used to create these disclosures. Given the estimates, assumptions, and timelines used to create the Southwest One Report and other voluntary disclosures, the materiality of these disclosures is ~~not meaningful or available without unreasonable effort. The Company now estimates annual 2021 cost savings from these programs~~inherently difficult to be approximately $1.0 billion. The Company expects third quarter 2021 cost savings from these programs to be approximately $150 million. To support the return of flight activity, the Company expects to recall the vast majority of its Employees early from voluntary time-off by the end of third quarter 2021, which is expected to reduce the Company's prior forecasted savings from voluntary leave programs beyond second quarter 2021.assess in advance.

Material Changes in Results of Operations

Comparison of three months ended June 30, ~~2021~~2022 and June 30, ~~2020~~2021

Operating Revenues

Total operating revenues for second quarter ~~2021~~2022 increased by ~~$3.0~~$2.7 billion, or 67.9 percent, year-over-year, to ~~$4.0 billion, driven primarily by the improvements in leisure Passenger demand and bookings throughout~~a quarterly record of $6.7 billion. Second quarter 2022 operating revenues per ASM (RASM) were 18.03 cents, an increase of 50.4 percent, compared with second quarter ~~2021~~2021. The dollar increase was primarily due to the significant improvement in travel demand in second quarter 2022 versus

the ~~severe~~ impacts to demand and bookings from the COVID-19 pandemic in second quarter ~~2020. Second quarter 2021 operating revenues per available seat mile (RASM) were 11.99 cents, and increased 113.0 percent, compared with~~2021. For second quarter ~~2020,~~2022, the year-over-year RASM increase was primarily driven by ~~the~~a 45.9 percent improvement in ~~passenger demand~~yield and an increase in Load factor of 4.2 points. The Company's policy change to eliminate expiration dates on qualifying flight credits, in particular those that were set to expire on September 7, 2022, results in a shift in the timing of revenue recognition. As a result, the breakage benefit to second quarter 2022 Operating revenues associated with flight credits that were set to expire on September 7, 2022 will not recur in third quarter creating a one-time sequential operating revenue growth headwind from second quarter 2022 to third quarter 2022 in the range of $250 million to $300 million, or five points, compared with their respective 2019 levels. The Company does not anticipate a material impact from this policy change beyond third quarter 2022, and estimates that breakage as ~~impacts from the COVID-19 pandemic eased, which also contributed~~a percentage of revenue will normalize to pre-pandemic levels. The Company expects that this policy change, combined with its other attractive brand attributes, will contribute to an increase in Customer loyalty and new Customers. See Note 6 to the ~~Load factor increase of 51.5 points, and the passenger revenue yield increase of 2.8 percent, year-over-year.~~unaudited Condensed Consolidated Financial Statements for further information.

Passenger revenues for second quarter ~~2021~~2022 increased by ~~$2.9~~$2.6 billion, or 71.4 percent, year-over-year. On a unit basis, Passenger revenues increased ~~171.1~~53.5 percent, year-over-year. The year-over-year increase in Passenger revenues on both a dollar and unit basis was primarily due to ~~travel restrictions easing~~improvements in Passenger demand and ~~business restrictions lifting~~bookings, the majority of which were for leisure oriented travel. The Company's revenue performance in second quarter 2022 was a quarterly record primarily due to a surge in leisure demand, especially in June, which resulted in ~~improvements~~strong passenger bookings, yields, and load factors. In addition, the Company's second quarter 2022 loyalty program revenue represented a quarterly record. June 2022 managed business revenues were down 19 percent, a sequential improvement compared with April and May 2022 managed business revenues, which were down 31 percent and 23 percent, respectively, all compared with their respective 2019 levels. While second quarter 2022 managed business revenues remained below 2019 levels, the Company was encouraged by the sequential improvement during the quarter, as well as managed business average fares that exceeded 2019 levels. Based on bookings thus far, the Company's third quarter 2022 managed business revenues are currently estimated to be down in ~~leisure Passenger demand~~the range of 17

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percent to 21 percent, compared with third quarter 2019. June 2022 is estimated to represent a monthly peak for 2022 operating revenues based on first half 2022 results and ~~bookings.~~current expectations for second half 2022.

Freight revenues for second quarter ~~2021 increased~~2022 decreased by ~~$12~~$3 million, or ~~31.6~~6.0 percent, compared with the second quarter ~~2020,~~2021, primarily due to ~~increased~~capacity challenges driven by an increase in Passenger demand ~~as businesses~~resulting in reduced ~~pandemic driven restrictions.~~space for cargo shipments.

Other revenues for second quarter ~~2021~~2022 increased by ~~$123~~$173 million, or ~~46.2~~44.5 percent, compared with second quarter ~~2020.~~2021. On a dollar basis, approximately 59.5 percent of the increase was due to incremental revenue from the Company's new co-brand credit card agreement secured in December 2021. The remaining increase ~~was~~is primarily due to ~~an increase in income~~revenue from business partners, ~~including Chase Bank USA, N.A. ("Chase")~~ and ~~the impact on~~improved retail spend on the Company's ~~co-branded~~co-brand credit card ~~driven by an increase in consumer spending.~~with Chase Bank USA, N.A ("Chase").

Operating Expenses

Operating expenses for second quarter ~~2021~~2022 increased by ~~$1.3~~$2.2 billion, or ~~59.9~~63.2 percent, compared with second quarter ~~2020,~~2021, while capacity increased ~~86.8~~11.7 percent over the same prior year period. ~~The~~Approximately 34 percent of the operating expense increase was ~~primarily~~due to $724 million in Payroll Support allocated to offset a portion of salaries, wages, and benefits in second quarter 2021, compared with no support received in second quarter 2022. In addition, approximately 39 percent of the increase was due to higher ~~market jet fuel prices~~Fuel and oil expense and 18 percent of the ~~significant~~ increase ~~in fuel gallons consumed, coupled with significant increases in trips flown~~was due to higher Salaries, wages, and ~~other variable flight-driven expenses.~~benefits. Historically, except for changes in the price of fuel, changes in Operating expenses for airlines have been largely driven by changes in capacity, or ASMs. In second quarter 2020, ASMs were significantly impacted by the dramatic and severe drop in demand as a result of the COVID-19 pandemic which led to numerous flight cancellations and flight schedule adjustments. The Company increased capacity to match the higher demand during second quarter 2021 and incurred more variable, flight-driven expenses as a result. See "COVID-19 Pandemic Impacts" above and Note 2 to the unaudited Condensed Consolidated Financial Statements for further information. The following table presents the Company's Operating expenses per ASM for the second quarter of ~~2021~~2022 and ~~2020,~~2021, followed by explanations of these changes on a dollar basis. Unless otherwise specified, changes on a per ASM basis ~~and dollar basis:~~

Three months ended June 30, Per ASM
change Percent
change
(in cents, except for percentages) 2021 2020
Salaries, wages, and benefits 5.46 ¢ 9.58 ¢ (4.12) ¢ (43.0) %
Payroll support and voluntary Employee programs, net (2.22) (4.38) 2.16 (49.3)
Fuel and oil 2.41 1.44 0.97 67.4
Maintenance materials and repairs 0.66 0.78 (0.12) (15.4)
Landing fees and airport rentals 1.21 1.54 (0.33) (21.4)
Depreciation and amortization 0.94 1.75 (0.81) (46.3)
Other operating expenses, net 1.76 1.23 0.53 43.1
Total 10.22 ¢ 11.94 ¢ (1.72) ¢ (14.4) %

Operating expenses per ASM for second quarter 2021 decreased by 14.4 percent, compared with second quarter 2020. Operating expenses per ASM for second quarter 2021, excluding Fuel and oil expense, profitsharing, and special items (a non-GAAP financial measure), decreased 39.3 percent, compared with second quarter 2020. On both a GAAP and non-GAAP basis, excluding Fuel and oil expense, profitsharing, and special items, the unit cost decreases in second quarter 2021 were ~~primarily~~ driven by ~~the 86.8 percent increase~~changes in capacity, ~~as Trips flown~~which increased with the improvement of travel demand, causing the Company's fixed costs to be spread over significantly

more ASMs.


	Three months ended June 30,				Per ASM change		Percent change
(in cents, except for percentages)	2022		2021
Salaries, wages, and benefits	5.95	¢	5.46	¢	0.49	¢	9.0	%
Payroll support and voluntary Employee programs, net	—		(2.22)		2.22		n.m.
Fuel and oil	4.38		2.41		1.97		81.7
Maintenance materials and repairs	0.56		0.66		(0.10)		(15.2)
Landing fees and airport rentals	1.04		1.21		(0.17)		(14.0)
Depreciation and amortization	0.87		0.94		(0.07)		(7.4)
Other operating expenses	2.12		1.76		0.36		20.5
Total	14.92	¢	10.22	¢	4.70	¢	46.0	%

Operating expenses per ASM for second quarter 2022 increased by 46.0 percent, compared with second quarter 2021, primarily due to second quarter 2021 including Payroll Support from the Consolidated Appropriations Act, 2021, and American Rescue Plan Act of 2021. Operating expenses per ASM for second quarter 2022, excluding Fuel and oil expense, profitsharing, and special items (a non-GAAP financial measure), increased 5.1 percent, compared with second quarter 2021 primarily due to higher salaries and wages due to significantly more trips and step/pay rate increases for certain workgroups. See Note Regarding Use of Non-GAAP Financial Measures and the Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures.

Salaries, wages, and benefits expense for second quarter ~~2021~~2022 increased by ~~$111~~$395 million, or ~~6.5~~21.6 percent, compared with second quarter ~~2020.~~2021. On a per ASM basis, second quarter ~~2021~~2022 Salaries, wages, and benefits expense ~~decreased 43.0~~increased 9.0 percent, compared with second quarter ~~2020, as the dollar increases were more than offset by the 86.8 percent increase in capacity due to a more stable and efficient flight schedule.~~2021. On a dollar basis, the increase was primarily driven by ~~a profitsharing expense accrual~~higher salaries and wages due to significantly more trips and step/pay rate increases for certain workgroups.

Table of ~~$85 million in second quarter 2021, compared with no profitsharing expense accrual in second quarter 2020.~~Contents

Payroll support and voluntary Employee programs, net (a reduction to expense) had no amounts for second quarter ~~2021 resulted in a decrease of $44 million, compared with second quarter 2020. On a per ASM basis, second~~2022. Second quarter 2021 Payroll support and voluntary Employee programs, net decreased 49.3 percent, compared with second quarter 2020, as the dollar increases were more than offset by the 86.8 percent increase in capacity. On a dollar basis, the increase wasconsisted primarily ~~due to the decrease in the Payroll Support programs grant allocation~~ of $724 million of Payroll Support proceeds allocated (credit to expense) and a $15 million net reduction in ~~second quarter 2021, compared with a $1.1 billion allocation in second quarter 2020, partially offset by a $307 million accrual related~~the Extended ETO liability (reduction to ~~the cost associated with the Voluntary Separation Program elections made~~expense) relating to certain Employees being recalled prior to ~~June 30, 2020.~~ their previously elected return dates.

See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information.

Fuel and oil expense for second quarter ~~2021~~2022 increased by ~~$546~~$833 million, or ~~212.5~~103.7 percent, compared with second quarter ~~2020.~~2021. On a per ASM basis, second quarter ~~2021~~2022 Fuel and oil expense increased ~~67.4 percent, due primarily to higher market jet fuel prices.~~81.7 percent. On a dollar basis, ~~the majority~~approximately 90 percent of the increase was attributable to ~~higher market~~an increase in jet fuel prices, and the remainder of the increase was due to ~~a significant~~an increase in fuel gallons consumed. The Company's second quarter 2022 average economic jet fuel price of $3.36 per gallon is net of approximately $332 million in gains from hedging activities. On a per ASM basis, the majority of the change was due to higher jet fuel prices. The following table provides more information on the Company's economic fuel cost per gallon, including the impact of fuel hedging premium expense and fuel derivative ~~contracts:~~contract settlements:


		Three months ended June 30,					Three months ended June 30,
		2021		2020			2022		2021
Economic fuel costs per gallon	Economic fuel costs per gallon	$	1.92	$	1.33	Economic fuel costs per gallon	$	3.36	$	1.92
Fuel hedging premium expense (in millions)	Fuel hedging premium expense (in millions)	$	24	$	24	Fuel hedging premium expense (in millions)	$	26	$	24
Fuel hedging premium expense per gallon	Fuel hedging premium expense per gallon	$	0.06	$	0.12	Fuel hedging premium expense per gallon	$	0.05	$	0.06
Fuel hedging cash settlement gains per gallon		$	0.02	$	—
Fuel hedging cash settlement gain per gallon						Fuel hedging cash settlement gain per gallon	$	0.68	$	0.02

See Note Regarding Use of Non-GAAP Financial Measures and the Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures.

The Company's second quarter ~~2021~~2022 available seat miles per gallon ("fuel efficiency") ~~declined 8.7~~decreased 2.3 percent, year-over-year, ~~due to~~and increased 2.1 percent when compared with second quarter 2019. The year-over-year decrease was primarily driven by the ~~return to service of~~Company's increased Load factor and operating more of its least fuel-efficient -700 aircraft versus the ~~Boeing 737-700, to support higher demand. When~~prior year. The increase when compared with second quarter 2019 ~~fuel efficiency improved 4.5 percent in second quarter 2021 driven primarily by the March 2021 return~~was due to ~~service of~~operating more MAX aircraft, the Company's most fuel-efficient aircraft, ~~the MAX.~~as a percentage of its fleet. The MAX isremains critical to the Company's efforts to modernize its fleet, reduce carbon emissions intensity, and achieve ~~carbon neutrality by 2050.~~its near-term environmental sustainability goals. The Company expects third quarter ~~2021~~2022 fuel efficiency to be ~~sequentially~~ in ~~line with second quarter 2021,~~the range of 76 to 78 ASMs per gallon, on a nominal basis.

~~As of July 15, 2021, on an economic basis, the Company had derivative contracts in place related to expected future fuel consumption as follows:~~

Period Maximum fuel hedged (gallons in millions) (a)(b)
Remainder of 2021 641
2022 1,220
2023 655
Beyond 2023 106

(a) The Company’s hedge position includes prices at which the Company considers "catastrophic" coverage. The maximum gallons provided are not indicative of the Company's hedge coverage at every price, but represent the highest level of coverage at a single price. See Note 4 to the unaudited Condensed Consolidated Financial Statements for further information.

~~(b)~~ The Company's ~~gallons that are covered by derivative contracts represent the maximum number of gallons hedged for each respective period, which may be at different strike~~multi-year fuel hedging program continues to provide insurance against spikes in energy prices and ~~at strike prices materially higher than~~significantly offset the ~~current~~ market ~~prices. The volume of gallons covered by derivative contracts that ultimately get exercised~~price increase in any given period may vary significantly from the volumes provided, as market prices and the Company's fuel consumption fluctuates. Based on the Company's available seat mile plans for annual 2021, its maximum percent of estimated fuel consumption covered by fuel derivative contracts is 75 percent. The Company believes that providing the maximum percent of fuel consumption covered by derivative contracts in future years relative to 2019 fuel gallons consumed is a more relevant measure for future coverage, due to uncertainty regarding available seat mile plans in future years. Based on 2019 fuel gallons consumed, the Company's maximum percent of fuel consumption covered by fuel derivative contracts is 59 percent in 2022, 32 percent in 2023, and 5 percent beyond 2023.

As a result of applying hedge accounting in prior periods, the Company has amounts in Accumulated other comprehensive income (loss) ("AOCI") that will be recognized in earnings in future periods when the underlying fuel derivative contracts settle. The following table displays the Company's estimated fair value of remaining fuel derivative contracts (not considering the impact of the cash collateral provided to or received from counterparties—see Note 4 to the unaudited Condensed Consolidated Financial Statements for further information), as well as the deferred amounts in AOCI at June 30, 2021, and the expected future periods in which these items are expected to settle and/or be recognized in earnings (in millions):

Year Fair value of fuel derivative contracts at June 30, 2021 Amount of gains deferred in AOCI at June 30, 2021 (net of tax)
Remainder of 2021 $ 78 $ 16
2022 285 139
2023 119 47
Beyond 2023 20 8
Total $ 502 $ 210

Assuming no changes to the Company's current fuel derivative portfolio, but including all previous hedge activity for fuel derivatives that have not yet settled, and considering only the expected net cash receipts related to hedges that will settle, the Company is providing the below sensitivity table for third quarter 2021 and fourth quarter 2021 jet fuel ~~prices at different crude oil assumptions as of July 15, 2021, and for expected premium costs associated with settling contracts.~~

Estimated economic fuel price per gallon,
including taxes and fuel hedging premiums (e)
Average Brent Crude Oil
price per barrel Third Quarter 2021 (c) Fourth Quarter 2021 (d)
$50 $1.40- $1.50 $1.50- $1.60
$60 $1.70- $1.80 $1.80- $1.90
Current Market (a) $2.05 - $2.15 $2.05 - $2.15
$80 $2.15 - $2.25 $2.25 - $2.35
$90 $2.30 - $2.40 $2.40 - $2.50
$100 $2.45 - $2.55 $2.55 - $2.65
Estimated fuel hedging premium expense per gallon (b) $0.05 $.05
Estimated premium costs (b) $25 million $25 million

~~(a) Brent crude oil average market prices as of July 15, 2021, were approximately $73 and $71 per barrel for third~~in second quarter ~~2021 and fourth quarter 2021, respectively.~~

~~(b) Fuel hedging premium expense per gallon is included in the Company's estimated economic fuel price per gallon estimates above.~~

(c) Based on the Company's existing fuel derivative contracts and market prices as of July 15, 2021, third quarter 2021 economic fuel costs are estimated to be in the $2.05 to $2.15 per gallon range, including fuel hedging premium expense of approximately $25 million, or $.05 per gallon, and $.04 per gallon in favorable cash settlements from fuel derivative contracts. See Note Regarding Use of Non-GAAP Financial Measures.

(d) Based on the Company's existing fuel derivative contracts and market prices as of July 15, 2021, fourth quarter 2021 economic fuel costs are estimated to be in the $2.05 to $2.15 per gallon range, including fuel hedging premium expense of approximately $25 million, or $.05 per gallon, and $.02 per gallon in favorable cash settlements from fuel derivative contracts. See Note Regarding Use of Non-GAAP Financial Measures.

~~(e)~~2022. The Company's current fuel derivative contracts contain a combination of instruments based in West Texas Intermediate ~~and~~("WTI"), Brent crude ~~oil; however, the~~oil, and refined products, such as heating oil. The economic fuel price per gallon sensitivities provided in the table below assume the relationship between Brent crude oil and refined products based on market prices as of July ~~15, 2021.~~21, 2022.

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	Estimated economic fuel price per gallon, including taxes and fuel hedging premiums
Average Brent Crude Oil price per barrel	3Q 2022 (b)	4Q 2022 (b)
$80	$2.85 - $2.95	$2.75 - $2.85
$90	$3.05 - $3.15	$2.95 - $3.05
Current Market (a)	$3.25 - $3.35	$3.00 - $3.10
$110	$3.45 - $3.55	$3.35 - $3.45
$120	$3.70 - $3.80	$3.60 - $3.70
$130	$4.00 - $4.10	$3.85 - $3.95

Fair market value of fuel derivative instruments	$235 million	$195 million
Estimated premium costs	$13 million	$13 million

(a) Brent crude oil average market prices as of July 21, 2022, were$100 and $94 per barrel for third quarter 2022 and fourth quarter 2022, respectively.

(b) Based on the Company's existing fuel derivative contracts and market prices as of July 21, 2022, third quarter, fourth quarter, and full year 2022 economic fuel costs per gallon are estimated to be in the range of $3.25 to $3.35, $3.00 to $3.10, and $2.95 to $3.05, respectively. Economic fuel cost projections do not reflect the potential impact of special items because the Company cannot reliably predict or estimate the hedge accounting impact associated with the volatility of the energy markets, the impact of COVID-19 cases on air travel demand, or the impact to its financial statements in future periods. Accordingly, the Company believes a reconciliation of non-GAAP financial measures to the equivalent GAAP financial measures for projected results is not meaningful or available without unreasonable effort. See Note Regarding Use of Non-GAAP Financial Measures.

In addition, the Company is providing its maximum percentage of estimated fuel consumption covered by fuel derivative contracts in the following table:


Period			Maximum fuel hedged percentage (c)
2022			63% (a)
2023			39% (b)
2024			17% (b)

(a) Based on the Company's available seat mile plans for full year 2022. The Company is currently 59 percent hedged for third quarter 2022 and 62 percent hedged for fourth quarter 2022.

(b) Due to uncertainty regarding available seat mile plans in future years, the Company believes that providing the maximum percent of fuel consumption covered by derivative contracts in 2023 and 2024 relative to 2019 fuel gallons consumed is a more relevant measure for future coverage.

(c) The Company's maximum fuel hedged percentage is calculated using the maximum number of gallons that are covered by derivative contracts divided by the Company's estimate of total fuel gallons to be consumed for each respective period. The Company's maximum number of gallons that are covered by derivative contracts may be at different strike prices and at strike prices materially higher than the current market prices. The volume of gallons covered by derivative contracts that ultimately get exercised in any given period may vary significantly from the volumes used to calculate the Company's maximum fuel hedged percentages, as market prices and the Company's fuel consumption fluctuate.

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As a result of applying hedge accounting in prior periods, the Company has amounts in Accumulated other comprehensive income ("AOCI") that will be recognized in earnings in future periods when the underlying fuel derivative contracts settle. The following table displays the Company's estimated fair value of remaining fuel derivative contracts (not considering the impact of the cash collateral provided to or received from counterparties—see Note 4 to the unaudited Condensed Consolidated Financial Statements for further information), as well as the deferred amounts in AOCI at June 30, 2022, and the expected future periods in which these items are expected to settle and/or be recognized in earnings (in millions):


Year	Fair value of fuel derivative contracts at June 30, 2022		Amount of gains deferred in AOCI at June 30, 2022 (net of tax)
Remainder of 2022	$	495	$	373
2023	497		328
2024	135		79

Total	$	1,127	$	780

Maintenance materials and repairs expense for second quarter ~~2021 increased~~2022 decreased by ~~$82~~$12 million, or ~~58.6~~5.4 percent, compared with second quarter ~~2020.~~2021. On a per ASM basis, Maintenance materials and repairs expense decreased ~~15.4~~15.2 percent, compared with second quarter ~~2020,~~2021. On a dollar basis, the decrease was primarily due to a decrease in engines and components expense driven by the "power-by-the-hour" contract for the -700 engines expiring at the end of 2021, in which expense was incurred based primarily upon engine hours flown. At January 1, 2022, a time and materials contract commenced, pursuant to which -700 engine expense is based on actual repairs. This decrease was partially offset by the timing of regular airframe maintenance checks as some costs had previously been deferred while a ~~substantial~~ portion of the fleet was placed into temporary storage during the COVID-19 pandemic. There were multiple other smaller increases on a dollar basis, primarily related to an increase in ~~ASMs~~various repairs as a result of deferring costs and reduced operations in second quarter 2021 were produced by aircraft for which a comparable level of airframe maintenance costs were not required due to timing. On a dollar basis, approximately 50 percent of the increase was due to higher engine maintenance expense due to the ~~increase in flight hours and the majority of the remainder of the increase was due to increased operations and operating aircraft that had previously been in storage.~~COVID-19 pandemic.

Landing fees and airport rentals expense for second quarter ~~2021 increased~~2022 decreased by ~~$128~~$15 million, or ~~46.5~~3.7 percent, compared with second quarter ~~2020.~~2021. On a per ASM basis, Landing fees and airport rentals expense decreased ~~21.4~~14.0 percent, compared with second quarter ~~2020, as~~2021. Despite the ~~additional space and higher airport rental rates across the network, were more than offset by the significant~~year-over-year increase in ~~capacity year-over-year.~~trips flown, on both a dollar and per ASM basis, Landing fees and airport rentals expense decreased slightly due to higher settlements and credits from various airports received in second quarter 2022.

Depreciation and amortization expense for second quarter 2022 increased by $10 million, or 3.2 percent, compared with second quarter 2021. On a per ASM basis, Depreciation and amortization expense decreased by 7.4 percent, compared with second quarter 2021. On a dollar basis, the increase was primarily due to higher ~~landing fees as a result of the increased number of Trips flown in second quarter 2021 as a result of improvements in leisure passenger demand~~depreciation expense associated with ~~the easing of the COVID-19 pandemic.~~owned aircraft and engines, including certain -700 aircraft planned for accelerated retirement dates in 2022.

~~Depreciation and amortization expense~~Other operating expenses for second quarter ~~2021~~2022 increased by $2$205 million, or ~~0.6~~35.0 percent, compared with second quarter 2020. On a per ASM basis, Depreciation and amortization expense decreased by 46.3 percent, compared with second quarter 2020, as the dollar increase was more than offset by the 86.8 percent increase in capacity. On a dollar basis, the increase was due to the deployment of new technology assets.

~~Other operating expenses, net, for second quarter 2021 increased by $366 million, or 166.4 percent, compared with second quarter 2020.~~2021. Included within this line item was aircraft rentals expense in the amounts of ~~$52~~$49 million and ~~$41~~$52 million for the three-month periods ended June 30, ~~2021~~2022 and ~~2020,~~2021, respectively. On a per ASM basis, Other operating expenses ~~net~~ increased ~~43.1~~20.5 percent, compared with second quarter 2020. On a dollar and per ASM basis, the increases were primarily due to $222 million of gains from the sale-leaseback of 20 aircraft to third parties in two separate transactions during second quarter 2020, which reduced Other operating expenses, net in second quarter 2020 and were considered special items and thus excluded from the Company's non-GAAP results for the three months ended June 30, 2020.2021. On a dollar basis, approximately 35 percent of the ~~remaining~~ increase was ~~primarily~~ due to higher revenue related expenses (including credit card ~~fees driven by increases~~processing charges) and approximately 20 percent of the increase was due to higher personnel expenses. The majority of the remainder was due to various flight-driven expenses.

The Company expects cost inflation in ~~revenue~~third quarter 2022, in particular with higher rates for labor, benefits, and airports. The Company also expects cost headwinds from operating at suboptimal productivity levels as headcount is expected to increase in third quarter 2022 while capacity levels are expected to remain relatively in line with third quarter 2019. The Company has increased short-haul trips in second ~~quarter 2021 as~~half 2022 in an effort to restore its route network and support the reliability of its operational performance, which results in a decrease to average stage

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length, and adds further unit cost headwinds. As a result of ~~improvements in leisure passenger demand associated with~~its successful hiring efforts and much improved operational reliability, the ~~easing of the COVID-19 pandemic.~~Company plans to begin moderating hiring where opportunities exist and intensify its focus on returning to historical efficiency levels.

Other

Other expenses (income) include interest expense, capitalized interest, interest income, and other gains and losses.

Interest expense for second quarter ~~2021 increased~~2022 decreased by ~~$20~~$23 million, or ~~20.8~~19.8 percent, compared with second quarter ~~2020,~~2021, primarily due to ~~higher debt balances. Based on current debt outstanding and current market interest rates, the Company currently expects third quarter 2021 interest expense to be approximately $115 million.~~

~~Capitalized interest for second quarter 2021 increased by $1 million, or 14.3 percent, compared with second quarter 2020, primarily due to Boeing resuming production~~elimination of the ~~Company's undelivered MAX aircraft.~~

~~Interest income for second quarter 2021 decreased by $7 million, or 77.8 percent, compared with second quarter 2020, due to lower interest rates.~~

~~Other (gains) losses, net, primarily includes amounts recorded~~debt discount as a result of the Company's ~~hedging activities.~~adoption of ASU 2020-06. See Note 43 to the unaudited Condensed Consolidated Financial Statements for further ~~information on the Company's hedging activities.~~ information.

Capitalized interest for second quarter 2022 increased by $3 million, or 37.5 percent, compared with second quarter 2021, primarily due to an increase in average progress payment balances for scheduled future aircraft deliveries.

Interest income for second quarter 2022 increased by $26 million, compared with second quarter 2021, primarily due to higher interest rates.

The following table displays the components of Other (gains) losses, net, for the three months ended June 30, ~~2021~~2022 and ~~2020:~~2021:


		Three months ended June 30,					Three months ended June 30,
(in millions)	(in millions)	2021		2020		(in millions)	2022		2021
Mark-to-market impact from fuel contracts settling in current and future periods	Mark-to-market impact from fuel contracts settling in current and future periods	$	(11)	$	15	Mark-to-market impact from fuel contracts settling in current and future periods	$	(20)	$	(11)
Premium cost of fuel contracts not designated as hedges	Premium cost of fuel contracts not designated as hedges	10		11		Premium cost of fuel contracts not designated as hedges	—		10
Mark-to-market impact from interest rate swap agreements		—		5
Mark-to-market gain on deferred compensation plan investment		(17)		—

Unrealized mark-to-market adjustment on available for sale securities						Unrealized mark-to-market adjustment on available for sale securities	4		—
Mark-to-market impact on deferred compensation plan investments						Mark-to-market impact on deferred compensation plan investments	39		(17)

Loss on partial extinguishment of convertible and unsecured notes						Loss on partial extinguishment of convertible and unsecured notes	43		—
Other	Other	4		1		Other	2		4
		$	(14)	$	32		$	68	$	(14)

Income Taxes

The Company's effective tax rate was approximately 26.6 percent in second quarter 2022, compared with 30.7 percent in second quarter ~~2021, compared with 26.2 percent in second quarter 2020.~~2021. The higher tax rate for second quarter 2021 was primarily due to higher state ~~taxes than previously estimated.~~taxes. The year-over-year decrease was partially offset by the losses on the Company's convertible debt repurchases, which are largely disallowed as a deduction for tax purposes. The Company currently estimates its annual ~~2021~~2022 effective tax rate to be approximately 24 percent to 26 ~~percent, compared with its previous guidance of approximately 23 percent, also due to the higher state taxes than previously estimated.~~percent.

Comparison of six months ended June 30, ~~2021~~2022 and June 30, ~~2020~~2021

Operating Revenues

Passenger revenues for the six months ended June 30, ~~2021,~~2022, increased by ~~$733 million,~~$5.0 billion, or ~~16.1~~94.1 percent, compared with the first six months of ~~2020.~~2021. On a unit basis, Passenger revenues increased ~~9.2~~53.1 percent, year-over-year. The increase in Passenger revenues on both a dollar and unit basis were primarily due to easing of negative impacts associated with the COVID-19 pandemic, which resulted in improvements in ~~leisure~~

Passenger demand and bookings, the majority of which were for leisure oriented travel, in the first six months of ~~2021,~~2022, compared with the severe impacts to demand and bookings from the COVID-19 pandemic for the majority of the first six months of ~~2020, including as a result of unprecedented levels of close-in trip cancellations, and significant reductions in capacity during the March through June period.~~2021.

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Freight revenues for the six months ended June 30, ~~2021, increased~~2022, decreased by ~~$15~~$3 million, or ~~19.5~~3.3 percent, compared with the six months ended June 30, ~~2020,~~2021, primarily due to ~~increased~~capacity challenges driven by an increase in Passenger demand ~~as businesses~~resulting in reduced ~~pandemic driven restrictions during 2021.~~space for cargo shipments.

Other revenues for the six months ended June 30, ~~2021,~~2022, increased by ~~$70~~$393 million, or ~~11.4~~57.3 percent, year-over-year. ~~The~~On a dollar basis, approximately half of the increase was associated with additional revenues generated from the Company's new co-brand credit card agreement secured in December 2021. The remaining increase in Other revenues is primarily due to ~~an increase in~~ income from business partners, including Chase, ~~and~~as the ~~impact on~~rebound in travel demand also resulted in higher spend on the Company's ~~co-branded~~co-brand credit card, ~~driven by~~as well as additional revenues earned through the ~~increase in consumer spending resulting from the improving economy in 2021 as compared to the earliest stages of the COVID-19 pandemic.~~Company's rental car and hotel partners.

Operating Expenses

Operating expenses for the six months ended June 30, ~~2021, decreased~~2022, increased by ~~$1.2~~$5.1 billion, or ~~18.7~~97.7 percent, compared with the first six months of ~~2020,~~2021, while capacity increased ~~6.2~~26.8 percent over the same prior year period. Approximately 37 percent of the operating expense increase was due to $1.9 billion in Payroll Support allocated to offset a portion of salaries, wages, and benefits in the first six months of 2021, compared with no support received in the first six months of 2022. In addition, approximately 25 percent of the increase was due to higher Fuel and oil expense and approximately 20 percent of the increase was due to higher Salaries, wages, and benefits. Historically, except for changes in the price of fuel, changes in Operating expenses for airlines have been largely driven by changes in capacity, or ASMs. However, the Company's flight schedules are largely fixed once flight schedules are published, and the Company experienced significant ASM reductions in second quarter 2020 as a result of flight schedule adjustments related to the COVID-19 pandemic. The Company has experienced significant ASM increases as a result of flight schedule adjustments related to the improving economy in 2021 as compared to the earliest stages of the COVID-19 pandemic. Flight schedule adjustments are expected to result in further declines to unit costs if the increase in air travel demand continues, excluding any impacts associated with Payroll Support grants. See "COVID-19 Pandemic Impacts" above and Note 2 to the unaudited Condensed Consolidated Financial Statements for further information. The following table presents the Company's Operating expenses per ASM for the first six months of ~~2021~~2022 and ~~2020,~~2021, followed by explanations of these changes on a dollar basis. Unless otherwise specified, changes on a per ASM basis ~~and dollar basis:~~were driven by changes in capacity, which increased with the improvement of travel demand, causing the Company's fixed costs to be spread over significantly more ASMs.


		Six months ended June 30,				Per ASM		Percent			Six months ended June 30,				Per ASM		Percent
(in cents, except for percentages)	(in cents, except for percentages)	2021		2020		change		change		(in cents, except for percentages)	2022		2021		change		change
Salaries, wages, and benefits	Salaries, wages, and benefits	6.00	¢	6.70	¢	(0.70)	¢	(10.4)	%	Salaries, wages, and benefits	6.20	¢	6.00	¢	0.20	¢	3.3	%
Payroll support and voluntary Employee programs, net	Payroll support and voluntary Employee programs, net	(3.87)		(1.47)		(2.40)		163.3		Payroll support and voluntary Employee programs, net	—		(3.87)		3.87		n.m.
Fuel and oil	Fuel and oil	2.25		2.12		0.13		6.1		Fuel and oil	3.68		2.25		1.43		63.6
Maintenance materials and repairs	Maintenance materials and repairs	0.70		0.77		(0.07)		(9.1)		Maintenance materials and repairs	0.59		0.70		(0.11)		(15.7)
Landing fees and airport rentals	Landing fees and airport rentals	1.27		1.15		0.12		10.4		Landing fees and airport rentals	1.02		1.27		(0.25)		(19.7)
Depreciation and amortization	Depreciation and amortization	1.11		1.17		(0.06)		(5.1)		Depreciation and amortization	0.90		1.11		(0.21)		(18.9)

Other operating expenses, net		1.85		1.73		0.12		6.9
Other operating expenses										Other operating expenses	2.13		1.85		0.28		15.1
Total	Total	9.31	¢	12.17	¢	(2.86)	¢	(23.5)	%	Total	14.52	¢	9.31	¢	5.21	¢	56.0	%

Operating expenses per ASM for the first six months of ~~2021 decreased~~2022 increased by ~~23.5~~56.0 percent, compared with the first six months of ~~2020.~~2021. The majority of the year-over-year unit cost ~~decrease in~~increase was driven by the first six months of 2021 ~~was driven by the increase in~~including Payroll Support ~~funding. This decrease was partially offset by an increase in market jet fuel prices and $222 million of gains~~ from the ~~sale-leaseback~~Consolidated Appropriations Act, 2021, and the American Rescue Plan Act of 20 aircraft to third parties in two separate transactions during second quarter 2020, which reduced Other operating expenses, net in second quarter 2020. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information.2021. Operating expenses per ASM for the first six months of ~~2021,~~2022, excluding Fuel and oil expense, profitsharing, and special items (a non-GAAP financial measure), decreased ~~10.1~~1.0 percent, year-over-year. See Note Regarding Use of Non-GAAP Financial Measures and the Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures.

Salaries, wages, and benefits expense for the first six months of ~~2021 decreased~~2022 increased by ~~$173 million,~~$1.1 billion, or ~~4.8~~31.1 percent, compared with the first six months of ~~2020.~~2021. On a per ASM basis, Salaries, wages, and benefits expense for the first six months of ~~2021 decreased 10.4~~2022 increased 3.3 percent, compared with the first six months of ~~2020.~~2021. On ~~both~~ a dollar ~~and per ASM~~ basis, the ~~majority of the decreases were~~increase was primarily driven by ~~lower~~higher salaries and wages due to significantly more trips and step/pay rate increases for certain workgroups, and $127 million of additional salaries, wages, and benefits expense as a result of ~~Voluntary Separation Program, Extended ETO, and other time off programs~~incentive pay offered byto the ~~Company. The decrease was partially offset by~~Company's Operations Employees through early February 2022 in an effort to address available staffing challenges related to the ~~$109 million profitsharing expense accrual in the first six months~~Omicron variant.

Table of ~~2021, compared with no profitsharing expense accrual in the first six months of 2020.~~Contents

Payroll support and voluntary Employee programs, net (a reduction to expense) had no amounts for the first six months of ~~2021 was an increase of $1.4 billion, compared with the first six months of 2020. On a per ASM basis, Payroll support and voluntary Employee programs, net for the~~2022. The first six months of 2021 ~~increased by 163.3 percent. On both a dollar and per ASM basis,~~consisted of the ~~changes were primarily due to the significant increase in Payroll Support grant proceeds received in the first half of 2021 compared with the same prior year period. This was coupled with:~~following items:

•~~The Payroll Support programs' grant allocation of $1.9 billion in the first six months of 2021, compared with a $1.1 billion allocation in the first six months of 2020;~~

•~~The $307 million accrual for charges related~~$1.9 billion of Payroll Support proceeds allocated (credit to ~~the Voluntary Separation Program in the first six months of 2020;~~expense);

•~~The~~A $130 million net reduction in the Extended ETO liability ~~in the first six months of 2021;~~(reduction to expense) relating to certain Employees being recalled prior to their previously elected return dates; and

•~~The $117~~$117 million incredit to expense associated with the Employee Retention Tax ~~Credits recorded in 2021~~Credit for continuing to pay Employees' salaries during the time they were not working, as allowed under the CARES Act, and subsequent legislation.

See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information.

Fuel and oil expense for the first six months of ~~2021~~2022 increased by ~~$144 million,~~$1.4 billion, or ~~12.8~~107.5 percent, compared with the first six months of ~~2020.~~2021. On a per ASM basis, Fuel and oil expense for the first six months of ~~2021~~2022 increased ~~6.1 percent, due to higher market jet fuel prices.~~63.6 percent. On a dollar basis, ~~the majority~~approximately 75 percent of the increase was attributable to ~~higher market~~an increase in jet fuel prices per gallon, and the remainder of the increase was due to an increase in fuel gallons consumed. On a per ASM basis, the increase was primarily due to higher jet fuel prices. The following table provides more information on the Company's economic fuel cost per gallon, including the impact of fuel hedging premium expense and fuel derivative contracts:


		Six months ended June 30,					Six months ended June 30,
		2021		2020			2022		2021
Economic fuel costs per gallon	Economic fuel costs per gallon	$	1.83	$	1.72	Economic fuel costs per gallon	$	2.86	$	1.83
Fuel hedging premium expense (in millions)	Fuel hedging premium expense (in millions)	$	50	$	49	Fuel hedging premium expense (in millions)	$	53	$	50
Fuel hedging premium expense per gallon	Fuel hedging premium expense per gallon	$	0.07	$	0.07	Fuel hedging premium expense per gallon	$	0.06	$	0.07
Fuel hedging cash settlement gains per gallon	Fuel hedging cash settlement gains per gallon	$	0.01	$	—	Fuel hedging cash settlement gains per gallon	$	0.61	$	0.01

See Note Regarding Use of Non-GAAP Financial Measures and the Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures.

Maintenance materials and repairs expense for the first six months of ~~2021 decreased~~2022 increased by ~~$17~~$25 million, or ~~4.1~~6.3 percent, compared with the first six months of ~~2020.~~2021. On a per ASM basis, Maintenance materials and repairs expense decreased ~~9.1~~15.7 percent, compared with the first six months of ~~2020, as~~2021. On a ~~result of~~dollar basis, the increase was primarily due to the timing of regular airframe maintenance checks ~~and deferring~~as some ~~of these~~ costs ~~by placing~~had previously been deferred while a portion of the fleet inwas placed into temporary storage during the COVID-19 pandemic. OnThere were multiple other increases on a dollar basis, primarily related to an increase in various repairs as a result of deferring costs and reduced operations in the ~~majority~~first six months of ~~the decrease was~~2021 due to ~~lower engine maintenance~~the COVID-19 pandemic. These increases were partially offset by a decrease in engines and components expense due to the ~~decrease in flight hours.~~"power-by-the-hour" contract for the Company's -700 engines expiring at the end of 2021.

Landing fees and airport rentals expense for the first six months of ~~2021~~2022 increased by ~~$102~~$17 million, or ~~16.6~~2.4 percent, compared with the first six months of ~~2020.~~2021. On a per ASM basis, Landing fees and airport rentals expense ~~increased 10.4~~decreased 19.7 percent, compared with the first six months of ~~2020, as higher costs from additional space and higher~~

~~airport rental rates across the network were exceeded by the significant increase in capacity year-over-year.~~2021. On a dollar basis, the ~~majority of the~~ increase was primarily due to an increase in landing fees from the increased number of ~~Trips~~trips flown, partially offset by higher settlements and ~~the increase~~credits from various airports received in ~~space rental rates in the first six months of 2021.~~2022.

Depreciation and amortization expense for the first six months of ~~2021~~2022 increased by $3$22 million, or ~~0.5~~3.5 percent, compared with the first six months of ~~2020.~~2021. On a per ASM basis, Depreciation and amortization expense decreased ~~5.1~~18.9 percent, compared with the first six months of ~~2020, as the dollar increase was more than offset by the 6.2 percent increase in capacity.~~2021. On a dollar basis, the ~~majority of the~~ increase was primarily due to higher depreciation expense associated with ~~the deployment~~owned aircraft and engines, including certain -700 aircraft planned for accelerated retirement dates in 2022.

Table of ~~new technology assets.~~Contents

Other operating expenses ~~net~~ for the first six months of ~~2021~~2022 increased by ~~$132~~$474 million, or ~~14.4~~45.2 percent, compared with the first six months of ~~2020.~~2021. Included within this line item was aircraft rentals expense in the ~~amounts~~amount of $98 million and $103 million ~~and $98 million~~ for the six month periods ended June 30, ~~2021~~2022 and ~~2020,~~2021, respectively. On a per ASM basis, Other operating expenses ~~net~~ increased ~~6.9~~15.1 percent, compared with the first six months of ~~2020.~~2021. On ~~both~~ a dollar ~~and per ASM~~ basis, approximately 25 percent of the ~~increases were primarily~~increase was due to ~~gains from~~higher revenue related expenses (including credit card processing charges) and approximately 20 percent of the ~~sale-leaseback~~increase was due to higher personnel expenses. The majority of ~~20 aircraft~~the remaining increase was due to third parties in two separate transactions during second quarter 2020, which reduced Other operating expenses, net in second quarter 2020 and were considered special items and thus excluded from the Company's non-GAAP results for the six months ended June 30, 2020.various flight-driven expenses.

Other

Other expenses (income) include interest expense, capitalized interest, interest income, and other gains and losses.

Interest expense for the first six months of ~~2021 increased~~2022 decreased by ~~$105~~$43 million, or ~~84.7~~18.8 percent, compared with the first six months of ~~2020,~~2021, primarily due to ~~higher~~elimination of the debt ~~balances in~~discount due to the ~~first six months~~adoption of ~~2021.~~ASU 2020-06. See Note 3 to the unaudited Condensed Consolidated Financial Statements for further information.

Capitalized interest for the first six months of ~~2021~~2022 increased by $7$1 million, or ~~58.3~~5.3 percent, compared with the first six months of ~~2020,~~2021, primarily due to ~~Boeing resuming production of the Company's undelivered MAX aircraft.~~an increase in average progress payment balances for scheduled future aircraft deliveries.

Interest income for the first six months of ~~2021 decreased~~2022 increased by ~~$22~~$27 million, ~~or 84.6 percent,~~ compared with the first six months of ~~2020,~~2021, due to ~~lower~~higher interest rates.

Other (gains) losses, net, primarily includes amounts recorded as a result of the Company's hedging activities. See Note 4 to the unaudited Condensed Consolidated Financial Statements for further information on the Company's hedging activities. The following table displays the components of Other (gains) losses, net, for the six months ended June 30, ~~2021~~2022 and ~~2020:~~2021:

Six months ended June 30,
(in millions) 2021 2020
Mark-to-market impact from fuel contracts settling in current and future periods $ (9) $ 17
Premium cost of fuel contracts not designated as hedges 21 11
Mark-to-market impact from interest rate swap agreements — 29
Mark-to-market gain on deferred compensation plan investment (18) —
Correction on investment gains related to prior periods (a) (60) —
Other 5 3
$ (61) $ 60

~~(a) See Note 1 to the unaudited Condensed Consolidated Financial Statements for further information.~~


	Six months ended June 30,
(in millions)	2022		2021
Mark-to-market impact from fuel contracts settling in current and future periods	$	15	$	(9)
Premium cost of fuel contracts not designated as hedges	—		21

Unrealized mark-to-market adjustment on available for sale securities	7		—
Mark-to-market impact on deferred compensation plan investment	72		(18)
Correction on investment gains related to prior periods	—		(60)
Loss on partial extinguishment of convertible and unsecured notes	116		—
Other	2		5
	$	212	$	(61)

Income Taxes

The Company's effective tax rate was approximately 26.9 percent for the first six months of 2022, compared with 28.4 percent for the first six months of ~~2021, compared with 27.0 percent for the first six months of 2020.~~2021. The higher tax rate for the first six months of 2021 was primarily due to higher state ~~taxes than previously estimated.~~taxes. The year-over-year decrease was partially offset by the losses on the Company's convertible debt repurchases, which are largely disallowed as a deduction for tax purposes.

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Reconciliation of Reported Amounts to Non-GAAP Financial Measures (excluding special items) (unaudited)

(in millions, except per share amounts and per ASM amounts)


		Three months ended June 30,				Percent	Six months ended June 30,				Percent		Three months ended June 30,				Percent	Six months ended June 30,				Percent
		2021		2020		Change	2021		2020		Change		2022		2021		Change	2022		2021		Change

Fuel and oil expense, unhedged	Fuel and oil expense, unhedged	$	802	$	254		$	1,266	$	1,100		Fuel and oil expense, unhedged	$	1,942	$	802		$	3,148	$	1,266
Add: Premium cost of fuel contracts designated as hedges	Add: Premium cost of fuel contracts designated as hedges	14		13			29		38			Add: Premium cost of fuel contracts designated as hedges	26		14			53		29
Deduct: Fuel hedge gains included in Fuel and oil expense, net	Deduct: Fuel hedge gains included in Fuel and oil expense, net	(13)		(10)			(23)		(10)			Deduct: Fuel hedge gains included in Fuel and oil expense, net	(332)		(13)			(561)		(23)
Fuel and oil expense, as reported	Fuel and oil expense, as reported	$	803	$	257		$	1,272	$	1,128		Fuel and oil expense, as reported	$	1,636	$	803		$	2,640	$	1,272
Add: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	Add: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	5		10			14		10			Add: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	—		5			—		14
Add: Premium cost of fuel contracts not designated as hedges	Add: Premium cost of fuel contracts not designated as hedges	10		11			21		11			Add: Premium cost of fuel contracts not designated as hedges	—		10			—		21
Fuel and oil expense, excluding special items (economic)	Fuel and oil expense, excluding special items (economic)	$	818	$	278	194.2	$	1,307	$	1,149	13.8	Fuel and oil expense, excluding special items (economic)	$	1,636	$	818	100.0	$	2,640	$	1,307	102.0

Total operating expenses, net, as reported	Total operating expenses, net, as reported	$	3,414	$	2,135		$	5,267	$	6,479		Total operating expenses, net, as reported	$	5,570	$	3,414		$	10,415	$	5,267
Add: Payroll support and voluntary Employee programs, net	Add: Payroll support and voluntary Employee programs, net	740		784			2,187		784			Add: Payroll support and voluntary Employee programs, net	—		740			—		2,187
Add: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	Add: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	5		10			14		10			Add: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	—		5			—		14
Add: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	Add: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	1		—			2		—			Add: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	—		1			—		2
Add: Premium cost of fuel contracts not designated as hedges	Add: Premium cost of fuel contracts not designated as hedges	10		11			21		11			Add: Premium cost of fuel contracts not designated as hedges	—		10			—		21
Add: Gain from aircraft sale-leaseback transactions		—		222			—		222

Deduct: Impairment of long-lived assets												Deduct: Impairment of long-lived assets	(15)		$	—		$	(31)	$	—
Total operating expenses, excluding special items	Total operating expenses, excluding special items	$	4,170	$	3,162	31.9	$	7,491	$	7,506	(0.2)	Total operating expenses, excluding special items	$	5,555	$	4,170	33.2	$	10,384	$	7,491	38.6
Deduct: Fuel and oil expense, excluding special items (economic)	Deduct: Fuel and oil expense, excluding special items (economic)	(818)		(278)			(1,307)		(1,149)			Deduct: Fuel and oil expense, excluding special items (economic)	(1,636)		(818)			(2,640)		(1,307)
Operating expenses, excluding Fuel and oil expense and special items	Operating expenses, excluding Fuel and oil expense and special items	$	3,352	$	2,884	16.2	$	6,184	$	6,357	(2.7)	Operating expenses, excluding Fuel and oil expense and special items	$	3,919	$	3,352	16.9	$	7,744	$	6,184	25.2
Deduct: Profitsharing expense	Deduct: Profitsharing expense	(85)		—			(109)		—			Deduct: Profitsharing expense	(81)		(85)			(118)		(109)
Operating expenses, excluding Fuel and oil expense, special items, and profitsharing	Operating expenses, excluding Fuel and oil expense, special items, and profitsharing	$	3,267	$	2,884	13.3	$	6,075	$	6,357	(4.4)	Operating expenses, excluding Fuel and oil expense, special items, and profitsharing	$	3,838	$	3,267	17.5	$	7,626	$	6,075	25.5

Operating income (loss), as reported		$	594	$	(1,127)		$	793	$	(1,237)
Operating income, as reported												Operating income, as reported	$	1,158	$	594		$	1,007	$	793
Deduct: Payroll support and voluntary Employee programs, net	Deduct: Payroll support and voluntary Employee programs, net	(740)		(784)			(2,187)		(784)			Deduct: Payroll support and voluntary Employee programs, net	—		(740)			—		(2,187)
Deduct: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	Deduct: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	(5)		(10)			(14)		(10)			Deduct: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	—		(5)			—		(14)
Deduct: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	Deduct: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	(1)		—			(2)		—			Deduct: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	—		(1)			—		(2)
Deduct: Premium cost of fuel contracts not designated as hedges	Deduct: Premium cost of fuel contracts not designated as hedges	(10)		(11)			(21)		(11)			Deduct: Premium cost of fuel contracts not designated as hedges	—		(10)			—		(21)
Deduct: Gain from aircraft sale-leaseback transactions		—		(222)			—		(222)
Operating loss, excluding special items		$	(162)	$	(2,154)	(92.5)	$	(1,431)	$	(2,264)	(36.8)

Other (gains) losses, net, as reported		$	(14)	$	32		$	(61)	$	60
Add (Deduct): Mark-to-market impact from fuel contracts settling in current and future periods (a)		11		(15)			9		(17)
Deduct: Premium cost of fuel contracts not designated as hedges		(10)		(11)			(21)		(11)
Deduct: Mark-to-market impact from interest rate swap agreements		—		(5)			—		(29)
Other (gains) losses, net, excluding special items		$	(13)	$	1	n.m.	$	(73)	$	3	n.m.
Add: Impairment of long-lived assets												Add: Impairment of long-lived assets	15		—			31		$	—
Operating income (loss), excluding special items												Operating income (loss), excluding special items	$	1,173	$	(162)	n.m.	$	1,038	$	(1,431)	n.m.

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Three months ended June 30, Percent Six months ended June 30, Percent
2021 2020 Change 2021 2020 Change
Income (loss) before income taxes, as reported $ 502 $ (1,239) $ 648 $ (1,383)
Deduct: Payroll support and voluntary Employee programs, net (740) (784) (2,187) (784)
Deduct: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a) (5) (10) (14) (10)
Deduct: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a) (1) — (2) —
Deduct: Gain from aircraft sale-leaseback transactions — (222) — (222)
Add (Deduct): Mark-to-market impact from fuel contracts settling in current and future periods (a) (11) 15 (9) 17
Add: Mark-to-market impact from interest rate swap agreements — 5 — 29
Loss before income taxes, excluding special items $ (255) $ (2,235) (88.6) $ (1,564) $ (2,353) (33.5)
Provision (benefit) for income taxes, as reported $ 154 $ (324) $ 185 $ (374)
Deduct: Net income (loss) tax impact of fuel and special items (b) (203) (327) (528) (319)
Deduct: GAAP to Non-GAAP tax rate difference (c) — (83) — (82)
Benefit for income taxes, net, excluding special items $ (49) $ (734) (93.3) $ (343) $ (775) (55.7)
Net income (loss), as reported $ 348 $ (915) $ 463 $ (1,009)
Deduct: Payroll support and voluntary Employee programs, net (740) (784) (2,187) (784)
Deduct: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a) (5) (10) (14) (10)
Deduct: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a) (1) — (2) —
Deduct: Gain from aircraft sale-leaseback transactions — (222) — (222)
Add (Deduct): Mark-to-market impact from fuel contracts settling in current and future periods (a) (11) 15 (9) 17
Add: Mark-to-market impact from interest rate swap agreements — 5 — 29
Add: Net income (loss) tax impact of special items (b) 203 327 528 319
Add: GAAP to Non-GAAP tax rate difference (c) — 83 — 82
Net loss, excluding special items $ (206) $ (1,501) (86.3) $ (1,221) $ (1,578) (22.6)
Net income (loss) per share, diluted, as reported $ 0.57 $ (1.63) $ 0.76 $ (1.87)
Deduct: Impact of special items (1.21) (1.76) (3.59) (1.78)
Deduct: Net impact of net income (loss) above from fuel contracts divided by dilutive shares (0.03) (0.02) (0.04) (0.02)
Add: Net income (loss) tax impact of special items (b) 0.33 0.59 0.87 0.59
Add: GAAP to Non-GAAP tax rate difference (c) — 0.15 — 0.15
Deduct: GAAP to Non-GAAP diluted weighted average shares difference (d) (0.01) — (0.07) —
Net loss per share, diluted, excluding special items $ (0.35) $ (2.67) (86.9) $ (2.07) $ (2.93) (29.4)
Operating expenses per ASM (cents) 10.22 ¢ 11.94 ¢ 9.31 ¢ 12.17 ¢
Add: Impact of special items 2.22 5.62 3.87 1.89
Deduct: Fuel and oil expense divided by ASMs (2.41) (1.44) (2.25) (2.12)
Deduct: Profitsharing expense divided by ASMs (0.25) — (0.19) —
Operating expenses per ASM, excluding Fuel and oil expense, profitsharing, and special items (cents) 9.78 ¢ 16.12 ¢ (39.3) 10.74 ¢ 11.94 ¢ (10.1)


	Three months ended June 30,				Percent	Six months ended June 30,				Percent
	2022		2021		Change	2022		2021		Change
Other (gains) losses, net, as reported	$	68	$	(14)		$	212	$	(61)
Add (Deduct): Mark-to-market impact from fuel contracts settling in current and future periods (a)	20		11			(15)		9
Deduct: Premium cost of fuel contracts not designated as hedges	—		(10)			—		(21)
Deduct: Unrealized mark-to-market adjustment on available for sale securities	(4)		—			(7)		—

Deduct: Loss on partial extinguishment of convertible and unsecured notes	(43)		—			(116)		—
Other (gains) losses, net, excluding special items	$	41	$	(13)	n.m.	$	74	$	(73)	n.m.

Income before income taxes, as reported	$	1,036	$	502		$	660	$	648
Deduct: Payroll support and voluntary Employee programs, net	—		(740)			—		(2,187)
Deduct: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	—		(5)			—		(14)
Deduct: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	—		(1)			—		(2)

Add (Deduct): Mark-to-market impact from fuel contracts settling in current and future periods (a)	(20)		(11)			15		(9)

Add: Impairment of long-lived assets	15		—			31		—
Add: Unrealized mark-to-market adjustment on available for sale securities	4		—			7		—
Add: Loss on partial extinguishment of convertible and unsecured notes	43		—			116		—
Income (loss) before income taxes, excluding special items	$	1,078	$	(255)	n.m.	$	829	$	(1,564)	n.m.

Provision for income taxes, as reported	$	276	$	154		$	178	$	185
Add (Deduct): Net income (loss) tax impact of fuel and special items (b)	(23)		(203)			18		(528)

Provision (benefit) for income taxes, net, excluding special items	$	253	$	(49)	n.m.	$	196	$	(343)	n.m.

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	Three months ended June 30,						Percent	Six months ended June 30,						Percent
	2022			2021			Change	2022			2021			Change
Net income, as reported	$	760		$	348			$	482		$	463
Deduct: Payroll support and voluntary Employee programs, net	—			(740)				—			(2,187)
Deduct: Fuel hedge contracts settling in the current period, but for which losses were reclassified from AOCI (a)	—			(5)				—			(14)
Deduct: Interest rate swap agreements terminated in a prior period, but for which losses were reclassified from AOCI (a)	—			(1)				—			(2)

Add (Deduct): Mark-to-market impact from fuel contracts settling in current and future periods (a)	(20)			(11)				15			(9)

Add: Loss on partial extinguishment of convertible and unsecured notes	43			—				116			—
Add: Impairment of long-lived assets	15			—				31			—
Add: Unrealized mark-to-market adjustment on available for sale securities	4			—				7			—
Add (Deduct): Net income (loss) tax impact of special items (b)	23			203				(18)			528

Net income (loss), excluding special items	$	825		$	(206)		n.m.	$	633		$	(1,221)		n.m.

Net income per share, diluted, as reported	$	1.20		$	0.57			$	0.77		$	0.76
Add (Deduct): Impact of special items	0.08			(1.21)				0.24			(3.59)
Add (Deduct): Net impact of net income (loss) above from fuel contracts divided by dilutive shares	(0.03)			(0.03)				0.02			(0.04)
Add (Deduct): Net income (loss) tax impact of special items (b)	0.05			0.33				(0.03)			0.87

Deduct: GAAP to Non-GAAP diluted weighted average shares difference (c)	—			(0.01)				—			(0.07)
Net income (loss) per share, diluted, excluding special items	$	1.30		$	(0.35)		n.m.	$	1.00		$	(2.07)		n.m.

Operating expenses per ASM (cents)	14.92		¢	10.22		¢		14.52		¢	9.31		¢
Add (Deduct): Impact of special items	(0.04)			2.22				(0.05)			3.87
Deduct: Fuel and oil expense divided by ASMs	(4.38)			(2.41)				(3.68)			(2.25)
Deduct: Profitsharing expense divided by ASMs	(0.22)			(0.25)				(0.16)			(0.19)
Operating expenses per ASM, excluding Fuel and oil expense, profitsharing, and special items (cents)	10.28		¢	9.78		¢	5.1	10.63		¢	10.74		¢	(1.0)

(a) See Note 4 to the unaudited Condensed Consolidated Financial Statements for further information.

(b) Tax amounts for each individual special item are calculated at the Company's effective rate for the applicable period and totaled in this line item.

(c) Adjustment related to GAAP and Non-GAAP tax rate differences, primarily due to the Payroll Support being excluded as a special item, and reflected the anticipated benefit of carrying back full year 2020 projected net losses to claim tax refunds against previous cash taxes paid relating to tax years 2015 through 2019, some of which were at higher rates than the current year.

~~(d) Adjustment related to GAAP and Non-GAAP~~ diluted weighted average shares difference, due to the Company being in a Net income position on a GAAP basis versus a Net loss position on a Non-GAAP ~~basis.~~basis for the three and six months ended June 30, 2021. See Note 7 to the unaudited Condensed Consolidated Financial Statements for further information.

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Note Regarding Use of Non-GAAP Financial Measures

The Company's unaudited Condensed Consolidated Financial Statements are prepared in accordance with ~~accounting principles generally accepted in the United States ("GAAP").~~GAAP. These GAAP financial statements may include (i) unrealized noncash adjustments and reclassifications, which can be significant, as a result of accounting requirements and elections made under accounting pronouncements relating to derivative instruments and hedging and (ii) other charges and benefits the Company believes are unusual and/or infrequent in nature and thus may make comparisons to its prior or future performance difficult.

As a result, the Company also provides financial information in this filing that was not prepared in accordance with GAAP and should not be considered as an alternative to the information prepared in accordance with GAAP. The Company provides supplemental non-GAAP financial information (also referred to as "excluding special items"), including results that it refers to as "economic," which the Company's management utilizes to evaluate its ongoing financial performance and the Company believes provides additional insight to investors as supplemental information to its GAAP results. The non-GAAP measures provided that relate to the Company’s performance on an economic fuel cost basis include Fuel and oil expense, non-GAAP; Total operating expenses, non-GAAP; Operating expenses, non-GAAP excluding Fuel and oil expense; Operating expenses, non-GAAP excluding Fuel and oil expense and profitsharing; Operating ~~loss,~~income (loss), non-GAAP; Other (gains) losses, net, non-GAAP; ~~Loss~~Income (loss) before income taxes, non-GAAP; ~~Benefit~~Provision (benefit) for income taxes, net, non-GAAP; Net ~~loss,~~income (loss), non-GAAP; Net ~~loss~~income (loss) per share, diluted, non-GAAP; and Operating expenses per ASM, non-GAAP, excluding Fuel and oil expense and profitsharing (cents). The Company's economic Fuel and oil expense results differ from GAAP results in that they only include the actual cash settlements from fuel hedge contracts - all reflected within Fuel and oil expense in the period of settlement. Thus, Fuel and oil expense on an economic basis has historically been utilized by the Company, as well as some of the other airlines that utilize fuel hedging, as it reflects the Company’s actual net cash outlays for fuel during the applicable period, inclusive of settled fuel derivative contracts. Any net premium costs paid related to option contracts that are designated as hedges are reflected as a component of Fuel and oil expense, for both GAAP and non-GAAP (including economic) purposes in the period of contract settlement. The Company believes these economic results provide further insight into the impact of the Company's fuel hedges on its operating performance and liquidity since they exclude ~~the~~any unrealized, noncash adjustments and reclassifications that are recorded in GAAP results in accordance with accounting guidance relating to derivative instruments, and they reflect all cash settlements related to fuel derivative contracts within Fuel and oil expense. This enables the Company's management, as well as investors and analysts, to consistently assess the Company's operating performance on a year-over-year or quarter-over-quarter basis after considering all efforts in place to manage fuel expense. However, because these measures are not determined in accordance with GAAP, such measures are susceptible to varying calculations, and not all companies calculate the measures in the same manner. As a result, the aforementioned measures, as presented, may not be directly comparable to similarly titled measures presented by other companies.

Further information on (i) the Company's fuel hedging program, (ii) the requirements of accounting for derivative instruments, and (iii) the causes of hedge ineffectiveness and/or mark-to-market gains or losses from derivative instruments is included in the Company’s Annual Report on Form 10-K for the fiscal year ended December 31, ~~2020~~2021 and Note 4 to the unaudited Condensed Consolidated Financial Statements.

The Company’s GAAP results in the applicable periods may include other charges or benefits that are also deemed "special items," that the Company believes make its results difficult to compare to prior periods, anticipated future periods, or industry trends. Financial measures identified as non-GAAP (or as excluding special items) have been adjusted to exclude special items. For the periods presented, in addition to the items discussed above, special items include:

1.Proceeds related to the Payroll Support programs, which were used to pay a portion of Employee salaries, wages, and benefits;

2.Charges and adjustments to previously accrued amounts related to the Company's extended leave ~~program;~~programs;

3.Adjustments for prior period losses reclassified from AOCI associated with forward-starting interest rate swap agreements that were terminated in prior periods related to ~~eleven 737 MAX 8~~12 -8 aircraft leases;

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4.~~Gains~~Noncash impairment charges, primarily associated with adjustments to the ~~sale-leaseback of ten Boeing 737-800 aircraft and ten Boeing 737 MAX 8 aircraft to third parties; and~~salvage values for previously retired airframes;

5.Unrealized ~~losses related to twelve forward-starting interest rate swap agreements. During~~mark-to-market adjustment associated with certain available for sale securities; and

6.Losses associated with the ~~first six months~~partial extinguishment of ~~2020,~~ the ~~interest rate swap agreements, which were related to twelve 737 MAX 8 aircraft leases (with deliveries originally scheduled between June 2020~~Company's Convertible Notes and ~~September 2020), were de-designated as hedges due to the scheduled delivery range no longer being probable, resulting in the mark-to-market changes being recorded to earnings.~~early prepayment of debt.

Because management believes special items can distort the trends associated with the Company’s ongoing performance as an airline, the Company believes that evaluation of its financial performance can be enhanced by a supplemental presentation of results that exclude the impact of special items in order to enhance consistency and comparativeness with results in prior periods that do not include such items and as a basis for evaluating operating results in future periods. The following measures are often provided, excluding special items, and utilized by the Company’s management, analysts, and investors to enhance comparability of year-over-year results, as well as to industry trends: Fuel and oil expense, non-GAAP; Total operating expenses, non-GAAP; Operating expenses, non-GAAP excluding Fuel and oil expense; Operating expenses, non-GAAP excluding Fuel and oil expense and profitsharing; Operating ~~loss,~~income (loss), non-GAAP; Other (gains) losses, net, non-GAAP; ~~Loss~~Income (loss) before income taxes, non-GAAP; ~~Benefit~~Provision (benefit) for income taxes, net, non-GAAP; Net ~~loss,~~income (loss), non-GAAP; Net ~~loss~~income (loss) per share, diluted, non-GAAP; and Operating expenses per ASM, non-GAAP, excluding Fuel and oil expense and profitsharing (cents).

The Company has also utilized and provided average cash burn/flow and average daily core cash burn/flow which are non-GAAP financial measures. Cash burn/flow is a supplemental measure that most U.S. airlines began providing in 2020 to measure liquidity in light of the negative financial effects of the pandemic. The Company utilizes average daily core cash burn/flow to monitor the performance of its core business as a proxy for its ability to achieve sustainable break-even or positive results on a cash basis. Cash burn/flow methodology may vary by airline, and the Company's second quarter 2021 average daily core cash burn/flow may differ materially by utilizing cash burn/flow calculations that adjust for changes in working capital - including changes for Air traffic liability and cash payments for voluntary separation and extended emergency time off payments, among other items. See the Company's calculation of cash burn/flow below:

~~Three months ended~~

~~(in millions, except for Days in the period)~~

~~June 30, 2021~~

~~Loss before income taxes, non-GAAP~~

~~(255)~~

~~Depreciation and amortization expense~~

~~315~~

~~Capital expenditures~~

~~(95)~~

~~Debt service payments~~

~~(43)~~

~~Core cash burn~~

~~(78)~~

~~Days in the period~~

~~Average daily core cash burn~~

~~(1)~~

~~Core cash burn, prior to changes in working capital~~

~~(78)~~

~~Increase in Air traffic liability~~

~~946~~

~~Payments associated with Voluntary Employee Programs~~

~~(159)~~

~~Cash payments for income taxes~~

~~(176)~~

~~Other~~

~~(10)~~

~~Core cash flow, adjusted for changes in working capital~~

~~523~~

~~Days in the period~~

~~Average daily core cash flow, adjusted for changes in working capital~~

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Liquidity and Capital Resources

The enormous impact of the COVID-19 pandemic on the U.S. travel industry created an urgent liquidity crisis for the entire airline industry, including the Company. However, due to the Company's pre-pandemic low balance sheet leverage, large base of unencumbered assets, and investment-grade credit ratings, the Company was able to quickly access additional liquidity during 2020, as Customer cancellations and ticket refunds spiked and sales and revenues dropped while the Company continued to experience significant fixed operating expenses. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information regarding the impact of the COVID-19 pandemic and assistance obtained under Payroll Support programs.

Net cash provided by operating activities was ~~$2.0~~$1.9 billion for the three months ended June 30, ~~2021,~~2022, compared with ~~$897 million~~$2.0 billion provided by operating activities in the same prior year period. ~~For the six months ended June 30, 2021, net~~Net cash provided by operating activities was ~~$2.7~~$3.0 billion for the six months ended June 30, 2022, compared with ~~$520 million~~$2.7 billion provided by operating activities in the same prior year period. Operating cash inflows are historically primarily derived from providing air transportation to Customers. The vast majority of tickets are purchased prior to the day on which travel is provided and, in some cases, several months before the anticipated travel date. Operating cash outflows are related to the recurring expenses of airline operations. The operating cash flows for the six months ended June 30, 2022, were largely impacted by the Company's net income (as adjusted for noncash items), a $793 million increase in Air traffic liability driven by higher ticket sales related to an increase in travel demand, a $284 million increase in cash collateral received from derivative counterparties due to an increase in the fuel hedge portfolio, driven by increases in the forward curve market prices for energy commodities year-to-date, and a $472 million cash tax refund from the Internal Revenue Service associated with the 2020 tax year. Operating cash flows for the six months ended June 30, 2021, included $2.7 billion in Payroll Support program grant proceeds, of which $1.9 billion was used to offset eligible costs through June 30, 2021, and was thus included in operating activities, as well as $45 million allocated to the value of warrants issued and thus included in financing activities. The ~~net increase in~~ operating cash flows ~~was also a result of a $1.5 billion increase in Air traffic liability driven by increased ticket sales related to an increase in leisure travel demand. For~~for the six months ended June 30, ~~2020, the operating cash flows~~2021, were ~~affected primarily~~also driven by $2.0 billion in Payroll Support program grant proceeds received, of which $1.1 billion was used to offset eligible costs, and the $307 million accrual of expected costs for the Voluntary Separation Program. The increase in operating cash flows was also a result of a $1.4 billionan increase in Air traffic liability. This increase was partially offset by the Company's Net loss (as adjusted for non-cash items) and a $90 million decrease in Accounts payable and accrued expenses due to the Company's payout in 2020liability of ~~its 2019 $667 million profitsharing distribution to Employees, a significant decline in amounts payable for passenger excise taxes and segment fees~~$1.5 billion as a result of ~~the decline in passenger~~increased ticket sales ~~and~~from the ~~suspension of collection of certain ticket taxes as dictated by the CARES Act.~~increase in leisure travel demand. Net cash provided by operating activities is primarily used to finance capital expenditures, repay debt, and provide working capital. Historically, the Company ~~has~~ also used ~~net~~Net cash provided by ~~operations~~operating activities to fund stock repurchases and pay dividends; however these shareholder return activities have been suspended due to restrictions associated with the payroll assistance under the Payroll Support ~~programs.~~programs and the Company's amended and restated revolving credit facility. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information.

Net cash used in investing activities totaled ~~$469 million~~$1.6 billion during the three months ended June 30, ~~2021,~~2022, compared with ~~$332~~$469 million ~~provided by~~used in investing activities in the same prior year period. Net cash used in investing activities was ~~$670 million~~$1.7 billion during the six months ended June 30, ~~2021,~~2022, compared with ~~$327~~$670 million ~~provided by~~used in investing activities in the same prior year period. Investing activities in both years included Capital expenditures and changes in the balance of the Company's short-term and noncurrent investments. The Company also raised $815 million from the sale-leaseback of 20 aircraft and received $428 million of Supplier proceeds during the six months ended June 30, 2020, which the Company considers an offset to its aircraft capital expenditures. During the six months ended June 30, ~~2021,~~2022, Capital expenditures were ~~$190 million,~~$1.5 billion, compared with ~~$336~~$190 million in the same prior year period. Capital expenditures ~~decreased,~~increased, year-over-year, largely due to ~~a decrease~~an increase in ~~technology~~progress and ~~facilities project expenditures~~delivery payments made for current period and ~~several projects being placed into service since June 30, 2020. In addition, the Company did not make progress payments on~~ future aircraft deliveries ~~or payments for new delivered MAX 8 aircraft~~ during the six months ended June 30, ~~2021,~~2022, compared to the same prior year period, when progress payments were ~~made. See Notes 2 and 11~~not made due to ~~the unaudited Condensed Consolidated Financial Statements for further information.~~

~~As a result of previously agreed upon~~ delivery credits provided by Boeing to the Company ~~due to~~resulting from the settlement of 2020 estimated damages relating to the FAA grounding of the ~~737~~ MAX ~~aircraft and progress payments made to date on undelivered aircraft, the~~aircraft.

The Company ~~currently estimates relatively minimal aircraft capital expenditures in 2021. Therefore, the Company currently~~now estimates its ~~annual 2021~~2022 capital ~~expenditures to be in the range of~~

~~$500 million to $600 million. Based on 70 firm orders currently planned in 2022 as discussed in "Company Overview," the Company's contractual aircraft capital expenditures for 2022 are estimated~~spending to be approximately ~~$1.6 billion. Further, the Company's total contractual aircraft capital expenditures for all years 2021 through 2026,~~$4.0 billion, which represents 209 MAX firm orders (175 MAX 7 and 34 MAX 8 aircraft), are estimated to be approximately $5.7 billion. Fleet and other capital investment plans are expected to continue to evolve as the Company manages through this pandemic recovery period, and the Company intends to evaluateassumes the exercise of its five remaining 442022 aircraft options, and a total of 66 -8 aircraft deliveries in 2022, compared with its previous 2022 capital spending guidance of approximately $5.0 billion which assumed the delivery of 114 MAX ~~options~~aircraft in 2022. See Note 10 to the unaudited Condensed Consolidated Financial Statements for further information. The Company’s 2022 ~~as decision deadlines occur throughout the remainder of this year.~~capital spending guidance continues to include approximately $900 million in non-aircraft capital spending.

Net cash ~~provided by~~used in financing activities was ~~$617~~$215 million during the three months ended June 30, ~~2021,~~2022, compared with ~~$7.2 billion~~$617 million provided by financing activities for the same prior year period. Net cash ~~provided by~~used in financing activities

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was ~~$1.1 billion~~$530 million during the six months ended June 30, ~~2021,~~2022, compared with ~~$9.0~~$1.1 billion provided by financing activities for the same year period. The Company repaid $555 million in debt and finance lease obligations, including the extinguishment of $302 million in principal of its Convertible Notes for a cash payment of $409 million during the six months ended June 30, 2022, and is scheduled to repay approximately $55 million in debt and finance lease obligations during third quarter 2022. The Company may engage in debt repurchases from time to time and future repurchases are not included in the scheduled to repay third quarter 2022 amount. During the six months ended June 30, 2021, the Company borrowed $1.1 billion of loan proceeds under Payroll Support programs. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information. The Company also repaid $109 million in debt and finance lease obligations during the six months ended June 30, ~~2021, and is scheduled to repay approximately $111 million in debt and finance lease obligations during the remainder of~~ 2021. During the six months ended June 30, 2020, the Company borrowed $12.3 billion, through various transactions, in order to improve its liquidity position as a result of the onset of the pandemic. An additional $2.3 billion was raised from a public offering of 80,500,000 shares of common stock. These financings were partially offset by the full repayment of the $3.7 billion borrowed under the Company's Amended and Restated 364-Day Credit Agreement and the $1.0 billion drawn under the Company's Amended and Restated Revolving Credit Facility, as amended (the "Revolving Credit Facility"). The Company also repurchased $451 million of its outstanding common stock, paid $188 million in cash dividends to Shareholders, and repaid $237 million in debt and finance lease obligations during the first six months of 2020.

Average core cash burn was approximately $1 million per day in second quarter 2021; however, the Company achieved positive average daily core cash flow in June 2021, of approximately $4 million. Based on current booking trends and cost outlook, the Company is hopeful to be profitable, both on a GAAP and non-GAAP basis, in third and fourth quarter 2021. Cash burn/flow is a supplemental measure that most U.S. airlines began providing in 2020 to measure liquidity in light of the negative financial effects of the pandemic. Average daily core cash burn/flow is calculated as Loss/Income before income taxes, non-GAAP, adjusted for Depreciation and amortization expense; capital expenditures; and adjusted amortizing debt service payments; divided by the number of days in the period. The Company utilizes average daily core cash burn/flow to monitor the performance of its core business as a proxy for its ability to achieve sustainable break-even or positive results on a cash basis. Given that the Company’s cash burn/flow calculation is derived from Loss/Income before income taxes, non-GAAP, the Company excludes the following items in its calculation of average core cash burn/flow: financing transactions; Payroll Support proceeds; voluntary separation and extended emergency time off program payments; and other changes in working capital. Cash burn/flow methodology varies by airline, and the Company’s average daily core cash burn/flow may differ materially by utilizing cash burn/flow calculations that adjust for changes in working capital. Utilizing an alternative cash burn/flow approach, which adjusts for changes in working capital—including changes in Air traffic liability and cash payments for voluntary separation and extended emergency time off program payments, among other items—the Company generated average core cash flow of approximately $11 million per day in June 2021, and approximately $6 million per day in second quarter 2021. Average core cash burn/flow projections do not reflect the potential impact of special items because the Company cannot reliably predict or estimate those items or expenses or their impact to its financial statements in future periods. Accordingly, the Company believes a reconciliation of non-GAAP financial measures to the equivalent GAAP financial measures for projected results is not meaningful or available without unreasonable effort. See Note Regarding Use of Non-GAAP Financial Measures and the Reconciliation of Reported Amounts to Non-GAAP Financial Measures for additional detail regarding non-GAAP financial measures including the cash burn/flow formula.

The Company is a "well-known seasoned issuer" and currently has an effective shelf registration statement registering an indeterminate amount of debt and equity securities for future sales. The Company currently intends to use the proceeds from any future securities sales off this shelf registration statement for general corporate purposes.

The Company has access to $1.0 billion under its ~~Revolving~~amended and restated revolving credit facility (the "Amended A&R Credit ~~Facility.~~Agreement"). In July 2022, this facility was amended to extend the expiration date to August 2025, and to change the benchmark rate from the London Interbank Offered Rate to the Secured Overnight Financing Rate ("SOFR"). The ~~Revolving~~Amended A&R Credit ~~Facility~~Agreement has an accordion feature that would allow the Company, subject to, among other things, the procurement of incremental commitments, to increase the size of the facility to $1.5 billion. Interest on the facility is based on the Company's credit ratings at the time of borrowing. At the Company's current ratings, the interest cost would be ~~LIBOR~~SOFR plus a credit spread adjustment of ~~200.0~~10 basis points plus 200 basis points. The facility contains a financial covenant to maintain total liquidity, as defined in the ~~Revolving~~Amended A&R Credit ~~Facility,~~Agreement, of $1.5 billion at all times under the ~~Revolving~~Amended A&R Credit ~~Facility;~~Agreement; the Company was compliant with this requirement as of June 30, ~~2021.~~2022. There were no amounts outstanding under the ~~Revolving~~Amended A&R Credit ~~Facility~~Agreement as of June 30, ~~2021.~~2022.

Although not the case at June 30, ~~2021,~~2022 due to the Company's significant financing activities throughout the early stages of the pandemic, the Company has historically carried a working capital deficit, in which its current liabilities exceed its current assets. This is common within the airline industry and is primarily due to the nature of the Air traffic liability account, which is related to advance ticket sales, unused funds available to Customers, and loyalty deferred revenue, which are performance obligations for future Customer flights, do not require future settlement in cash, and are mostly nonrefundable. See Note 6 to the unaudited Condensed Consolidated Financial Statements for further information.

The Company believes it has various options available to meet its capital and operating commitments, including unrestricted cash and short-term investments of ~~$16.9~~$16.4 billion as of June 30, ~~2021,~~2022, and anticipated future internally generated funds from operations. However, the COVID-19 pandemic continues to evolve and could have a material adverse impact on the Company's ability to meet its capital and operating commitments. See Note 2 to the unaudited Condensed Consolidated Financial Statements for further information on the impacts of the ~~COVID-19 pandemic.~~COVID-19.

During second quarter 2021, the Company entered into supplemental agreements to its aircraft purchase agreement with Boeing to increase its 2022 firm orders by 34 Boeing 737 MAX 7 (MAX 7) aircraft (consisting of two 2022 options exercised and 32 options accelerated and exercised from later years), resulting in 234 firm orders for MAX 7 aircraft asAs of June 30, ~~2021. Additionally,~~2022, the ~~Company accelerated 10 options into 2022, 32 options into 2023, 16 options into 2024, 16 options into 2025, and added 32 new options into 2026 through 2027, bringing the~~Company's total firm and option order book ~~to 660 aircraft as of June 30, 2021.~~was 632 aircraft. See Note 10 to the unaudited Condensed Consolidated Financial Statements for further information.

The following table details information on the aircraft in the Company's fleet as of June 30, ~~2021:~~
Average
Age (Yrs) Number
of Aircraft Number
Owned Number
Leased
Type Seats
737-700 143 17 461 (a) 371 90
737-800 175 6 207 190 17
737 MAX 8 175 2 68 (a) 40 28
Totals 12 736 601 135
2022:


		Average Age (Yrs)	Number of Aircraft		Number Owned	Number Leased
Type	Seats
737-700	143	18	442	(a)	360	82
737-800	175	7	207		190	17
737 -8	175	2	81		52	29
Totals		13	730		602	128

(a) Included 39four Boeing 737 Next Generation aircraft in ~~temporary~~ storage as of June 30, ~~2021.~~2022.

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Critical Accounting Policies and Estimates

For information regarding the Company’s Critical Accounting Policies and Estimates, see the "Critical Accounting Policies and Estimates" section of "Item 7. Management's Discussion and Analysis of Financial Condition and Results of Operations" in the Company's Annual Report on Form 10-K for the fiscal year ended December 31, 2021.

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Cautionary Statement Regarding Forward-Looking Statements

This Form 10-Q contains “forward-looking statements” within the meaning of Section 27A of the Securities Act of 1933 and Section 21E of the Securities Exchange Act of 1934. Forward-looking statements are based on, and include statements about, the Company's estimates, expectations, beliefs, intentions, and strategies for the future, and the assumptions underlying these forward-looking statements. Specific forward-looking statements can be identified by the fact that they do not relate strictly to historical or current facts and include, without limitation, statements related to the following:

•the Company’s financial ~~outlook, expectations,~~guidance for third quarter and ~~projected results of operations, including underlying assumptions~~full year 2022 and estimates, in particular related to expectations regarding passenger demand, depressed demand for business travel, costs associated with voluntary separation and extended leave programs, and flight-driven cost increases;factors that could impact the Company’s financial results;

•the Company’s ~~expectations with respect to~~ capacity ~~and load factors, including underlying assumptions and estimates;~~guidance;

•the Company’s estimated fuel costs, hedging gains, and fuel efficiency and the assumptions underlying the Company’s fuel-related expectations and estimates, including expectations related to the Company’s fuel derivative contracts;

•the Company’s plans for the repayment of debt;

•the Company’s fleet plans, including underlying expectations and dependencies;

•the Company’s fleet and network-related goals, including without limitation with respect to growth opportunities, better optimized staffing, restoration of the Company’s network, reduction of operating costs, and further fleet modernization with less carbon-intensive aircraft;

•the Company’s cash flow expectations and capital ~~expenditures and its related underlying assumptions,~~spending guidance, in particular with respect to aircraft capital ~~expenditures;~~

•~~the Company’s fleet plans~~expenditures and ~~related~~underlying aircraft delivery expectations;

•the Company’s ~~network~~hiring plans and expectations;

•the Company’s expectations related to ~~fuel efficiency, including~~its policy change with respect to the ~~Company’s underlying assumptions;~~

•~~the Company's initiatives;~~expiration of flight credits;

•the Company’s plans, expectations, and estimates related to fuel costs, the Company’s related management of risk associated with changing jet fuel prices, and the Company’s assumptions underlying its fuel-related expectations and estimates;

•~~the Company's~~ expectations with respect to ~~cash flows and liquidity, including~~ its ability to meet its ongoing capital and operating commitments, including underlying assumptions and ~~other obligations, and the Company’s anticipated needs for, and sources of, funds;~~factors that could impact this ability;

•the Company's assessment of market risks; and

•the Company's plans and expectations related to legal and regulatory proceedings.

While management believes these forward-looking statements are reasonable as and when made, forward-looking statements are not guarantees of future performance and involve risks and uncertainties that are difficult to predict. Therefore, actual results may differ materially from what is expressed in or indicated by the Company's forward-looking statements or from historical experience or the Company's present expectations. Factors that could cause these differences include, among others:

•the Company's dependence on Boeing and the FAA with respect to the Company's fleet, fuel, and other operational strategies and goals;

•the impact of labor and hiring matters on the Company’s business decisions, plans, and strategies;

•the impact of fuel price changes, fuel price volatility, volatility of commodities used by the Company for hedging jet fuel, and any changes to the Company’s fuel hedging strategies and positions on the Company's business plans and results of operations;

•any further negative developments related to the COVID-19 pandemic, including, for example, with respect to (i) the duration, spread, severity, or any recurrence of the COVID-19 ~~pandemic; (ii)~~pandemic or any new variant strains of the underlying virus; ~~(iii)~~(ii) the effectiveness, availability, and usage of COVID-19 vaccines; ~~(iv)~~(iii) the ~~duration~~impact of government mandates, directives, orders, regulations, and ~~scope of~~other governmental ~~orders and restrictions~~actions related to ~~COVID-19; (v)~~COVID-19 on the Company’s business plans and its ability to retain key Employees; (iv) the extent of the impact of COVID-19 on overall demand for air travel and the Company's related business plans and decisions; ~~(vi)~~and (v) the impact of the COVID-19 ~~on the Company's ability to retain key Employees; and (vii) the impact of COVID-19~~pandemic on the Company's access to capital;

•the impact of governmental actions and governmental regulations on the Company's plans, strategies, financial results, and operations;

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•the impact of fears or actual outbreaks of other diseases, extreme or severe weather and natural disasters, actions of competitors (including, without limitation, pricing, scheduling, capacity, and network decisions, and consolidation and alliance activities), consumer perception, economic conditions, fears of terrorism or war, socio-demographic trends, and other factors beyond the Company's control on consumer behavior and the Company's results of operations and business decisions, plans, strategies, and results;

•the impact of ~~labor matters~~fears or actual acts of terrorism or war, political instability, cyber-attacks, and other factors beyond the Company’s control on the Company’s ~~business decisions,~~ plans, financial results, operations, and ~~strategies;~~ability to adequately insure against risks;

•the ~~impact of governmental actions~~Company's ability to timely and ~~governmental regulations on~~effectively implement, transition, and maintain the ~~Company's plans, strategies, financial results,~~necessary information technology systems and ~~operations;~~

•~~the impact of fuel price changes, fuel price volatility, volatility of commodities used by the Company for hedging jet fuel,~~infrastructure to support its operations and ~~any changes to the Company’s fuel hedging strategies and positions on the Company's business plans and results of operations;~~initiatives;

•the Company's dependence on ~~Boeing with respect to the Company's fleet, fuel, and capital expenditure plans and expectations;~~

•~~the Company's and Boeing's dependence on other third-party providers to perform in accordance with expectations in connection with the manufacture and delivery of aircraft;~~

•~~the Company's dependence on other~~ third parties, in particular with respect to its fuel supply, ~~and its corporate travel enhancements,~~ and the impact on the Company's operations and results of operations of any third party delays or non-performance;

•the impact of the Company's obligations and restrictions related to its participation in Treasury's payroll support programs and any related negative impact on the Company’s ability to retain key Employees; and

•other factors as set forth in the Company's filings with the Securities and Exchange Commission, including the detailed factors discussed under the heading “Risk Factors” in the Company's Annual Report on Form 10-K for the year ended December 31, ~~2020,~~ 2021 and in this Quarterly Report on Form 10-Q for the quarter ended June 30, ~~2021~~.2022.

Caution should be taken not to place undue reliance on the Company's forward-looking statements, which represent the Company's views only as of the date this report is filed. The Company undertakes no obligation to update publicly or revise any forward-looking statement, whether as a result of new information, future events or otherwise.

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Item 3. Quantitative and Qualitative Disclosures About Market Risk

Hedging

As discussed in Note 4 to the unaudited Condensed Consolidated Financial Statements, the Company endeavors to acquire jet fuel at the lowest possible price and to reduce volatility in operating expenses through its fuel hedging program with the use of financial derivative instruments. At June 30, ~~2021,~~2022, the estimated fair value of outstanding contracts was ana net asset of ~~$502 million.~~$1.1 billion.

The Company's credit exposure related to fuel derivative instruments is represented by the fair value of contracts that are in an asset position to the Company. At such times, these outstanding instruments expose the Company to credit loss in the event of nonperformance by the counterparties to the agreements. As of June 30, ~~2021,~~2022, the Company had nine counterparties for which the derivatives held were ana net asset. To manage credit risk, the Company selects and periodically reviews counterparties based on credit ratings, limits its exposure with respect to each counterparty, and monitors the market position of the fuel hedging program and its relative market position with each counterparty. However, if one or more of these counterparties were in a net liability position to the Company and were unable to meet their obligations, any open derivative contracts with the counterparty could be subject to early termination, which could result in substantial losses for the Company. At June 30, ~~2021,~~2022, the Company had agreements with all of its active counterparties containing early termination rights and/or bilateral collateral provisions whereby security is required if market risk exposure exceeds a specified threshold amount based on the counterparty's credit rating. The Company also had agreements with counterparties in which cash deposits and/or letters of credit are required to be posted as collateral whenever the net fair value of derivatives associated with those counterparties exceeds specific thresholds. Refer to the counterparty credit risk and collateral table provided in Note 4 to the unaudited Condensed Consolidated Financial Statements for the fair values of fuel derivatives, amounts held as collateral, and applicable collateral posting threshold amounts as of June 30, 2022, at which such postings are triggered.

At June 30, ~~2021, $120~~2022, $459 million in cash collateral deposits were held by the Company from counterparties based on the Company's outstanding fuel derivative instrument portfolio. Due to the types of derivatives held as of June 30, ~~2021,~~2022, the Company does not have cash collateral exposure. See Note 4 to the unaudited Condensed Consolidated Financial Statements.

The Company is also subject to the risk that the fuel derivatives it uses to hedge against fuel price volatility do not provide adequate protection. The Company has found that financial derivative instruments in commodities, such as WTI crude oil, Brent crude oil, and refined products, such as heating oil and unleaded gasoline, can be useful in decreasing its exposure to jet fuel price volatility. In addition, to add further protection, the Company may periodically enter into jet fuel derivatives for short-term timeframes. Jet fuel is not widely traded on an organized futures exchange and, therefore, there are limited opportunities to hedge directly in jet fuel for time horizons longer than approximately 24 months into the future.

Financial Market Risk

The Company currently has agreements with organizations that process credit card transactions arising from purchases of air travel tickets by its Customers utilizing American Express, Discover, and MasterCard/VISA. Credit card processors have financial risk associated with tickets purchased for travel because the processor generally forwards the cash related to the purchase to the Company soon after the purchase is completed, but the air travel generally occurs after that time; therefore, the processor will have liability if the Company does not ultimately provide the air travel. Under these processing agreements, and based on specified conditions, increasing amounts of cash reserves could be required to be posted with the counterparty. There was no cash reserved for this purpose as of June 30, ~~2021.~~2022.

A majority of the Company’s sales transactions are processed by Chase Paymentech. Should chargebacks processed by Chase Paymentech reach a certain level, proceeds from advance ticket sales could be held back and used to

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establish a reserve account to cover such chargebacks and any other disputed charges that might occur. Additionally, cash reserves are required to be established if the Company’s credit rating falls to specified levels

below investment grade. Cash reserve requirements are based on the Company’s public debt rating and a corresponding percentage of the Company’s Air traffic liability. As of June 30, ~~2021,~~2022, no holdbacks were in place.

See Item 7A "Quantitative and Qualitative Disclosures About Market Risk" in the Company's Annual Report on Form 10-K for the year ended December 31, ~~2020,~~2021, for further information about market risk, and Note 4 to the unaudited Condensed Consolidated Financial Statements in this Form 10-Q for further information about the Company's fuel derivative instruments.

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Item 4. Controls and Procedures

Disclosure Controls and Procedures

The Company maintains disclosure controls and procedures (as defined in Rule 13a-15(e) of the Securities Exchange Act of 1934 (the "Exchange Act")) designed to provide reasonable assurance that the information required to be disclosed by the Company in the reports that it files or submits under the Exchange Act is recorded, processed, summarized, and reported within the time periods specified in the Securities and Exchange Commission's rules and forms. These include controls and procedures designed to ensure that this information is accumulated and communicated to the Company's management, including its Chief Executive Officer and Chief Financial Officer, as appropriate to allow timely decisions regarding required disclosure. Management, with the participation of the Chief Executive Officer and Chief Financial Officer, evaluated the effectiveness of the Company's disclosure controls and procedures as of June 30, ~~2021.~~2022. Based on this evaluation, the Company's Chief Executive Officer and Chief Financial Officer have concluded that the Company's disclosure controls and procedures were effective as of June 30, ~~2021,~~2022, at the reasonable assurance level.

Changes in Internal Control over Financial Reporting

~~During second quarter 2021, the Company implemented a new maintenance repair and operations system.~~

The Company's management has determined that the internal controls and procedures related to the information produced in the new maintenance repair and operations system were effective as of the end of the period covered by this report.

~~Except as noted above, there~~There were no changes in the Company’s internal control over financial reporting (as defined in Rule 13a-15(f) ~~under~~of the Exchange Act) during the ~~fiscal~~ quarter ended June 30, ~~2021,~~2022, that have materially affected, or are reasonably likely to materially affect, the Company’s internal control over financial reporting.

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PART II. OTHER INFORMATION

Item 1. Legal Proceedings

On June 30, 2015, the U.S. Department of Justice ("DOJ") issued a Civil Investigative Demand ("CID") to the Company. The CID ~~seeks~~sought information and documents about the Company’s capacity from January 2010 to the date of the CID, including public statements and communications with third parties about capacity. In June 2015, the Company also received a letter from the Connecticut Attorney General requesting information about capacity. The Company is cooperating fully with the DOJ CID and the state inquiry.

Further, on July 1, 2015, a complaint was filed in the United States District Court for the Southern District of New York on behalf of putative classes of consumers alleging collusion among the Company, American Airlines, Delta Air Lines, and United Airlines to limit capacity and maintain higher fares in violation of Section 1 of the Sherman Act. Since then, a number of similar class action complaints were filed in the United States District Courts for the Central District of California, the Northern District of California, the District of Columbia, the Middle District of Florida, the Southern District of Florida, the Northern District of Georgia, the Northern District of Illinois, the Southern District of Indiana, the Eastern District of Louisiana, the District of Minnesota, the District of New Jersey, the Eastern District of New York, the Southern District of New York, the Middle District of North Carolina, the District of Oklahoma, the Eastern District of Pennsylvania, the Northern District of Texas, the District of Vermont, and the Eastern District of Wisconsin. On October 13, 2015, the Judicial Panel on Multi-District Litigation centralized the cases to the United States District Court in the District of Columbia. On March 25, 2016, the plaintiffs filed a Consolidated Amended Complaint in the consolidated cases alleging that the defendants conspired to restrict capacity from 2009 to present. The plaintiffs seek to bring their claims on behalf of a class of persons who purchased tickets for domestic airline travel on the defendants' airlines from July 1, 2011 to present. They seek treble damages, injunctive relief, and attorneys' fees and expenses. On May 11, 2016, the defendants moved to dismiss the Consolidated Amended Complaint, ~~and~~which the Court denied on October 28, ~~2016, the Court denied this motion.~~2016. On December 20, 2017, the Company reached an agreement to settle these cases with a proposed class of all persons who purchased domestic airline transportation services from July 1, 2011, to the date of the settlement. The Company agreed to pay $15 million and to provide certain cooperation with the plaintiffs as set forth in the settlement agreement. ~~The Court granted preliminary approval of the settlement on January 3, 2018, and the plaintiffs~~After notice was provided ~~notice~~ to the proposed settlement ~~class. The~~class and the Court held a fairness hearing ~~on March 22, 2019, and it~~the Court issued an order granting final approval of the settlement on May 9, 2019. On June 10, 2019, ~~three sets of~~certain objectors filed notices of appeal to the United States Court of Appeals for the District of Columbia ~~Circuit. Two sets of~~Circuit, which the ~~objectors~~Court dismissed ~~their appeals. On~~on July 9, 2021, ~~the court of appeals dismissed the appeal of the remaining objectors~~ for lack of jurisdiction because the district court's order approving the settlements was not a final appealable order. The case is continuing as to the remaining defendants. The Company denies all allegations of wrongdoing.

On July 11, 2019, a complaint alleging violations of federal and state laws and seeking certification as a class action was filed against Boeing and the Company in the United States District Court for the Eastern District of Texas in ~~Sherman.~~Sherman ("Sherman Complaint"). The complaint alleges that Boeing and the Company colluded to conceal defects with the Boeing 737 MAX ("MAX") aircraft in violation of the Racketeer Influenced and Corrupt Organization Act ("RICO") and also asserts related state law claims based upon the same alleged facts. The complaint seeks damages on behalf of putative classes of customers who purchased tickets for air travel from either the Company or American Airlines between August 29, 2017, and March 13, 2019. The complaint generally seeks money damages, equitable monetary relief, injunctive relief, declaratory relief, and attorneys’ fees and other costs. On September 13, 2019, the Company filed a motion to dismiss the complaint and to strike certain class allegations. Boeing also moved to dismiss. On February 14, 2020, the trial court issued a ruling that granted in part and denied in part the motions to dismiss the complaint. The trial court order, among other things: (i) dismissed without prejudice various state law claims that the plaintiffs abandoned in response to the motions, (ii) dismissed with prejudice the remaining state law claims, including fraud by concealment, fraud by misrepresentation, and negligent misrepresentation on the grounds that federal law preempts those claims, and (iii) found that plaintiffs lack Article III standing to pursue one of the plaintiffs’ theories of RICO injury. The order denied the motion to dismiss with respect to two RICO claims premised upon a second

theory of RICO injury and denied the motion to strike the class allegations at the pleadings stage. ~~Discovery is ongoing,~~On September 3, 2021, the trial court issued an order under Rule 23(a) and 23(b)(3) certifying four classes of persons associated with ticket purchases for flights during the period of August 29, 2017, through March 13, 2019, comprised of (i) those who purchased tickets (without being reimbursed) for flights on Southwest Airlines during the class period, except for those whose flights were solely on routes where, at the time of the ticket

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purchase(s), a MAX plane was not scheduled for use (or actually used) and had not previously been used, (ii) those who reimbursed a Southwest Airlines ticket purchaser and thus bore the economic burden for a Southwest Airlines ticket for a flight meeting the preceding criteria set forth in (i) above, (iii) those who purchased tickets (without being reimbursed) for flights on American Airlines during the class period, except for those whose flights were solely on routes where, at the time of ticket purchase(s), a MAX plane was not scheduled for use (or actually used) and had not previously been used, and (iv) those who reimbursed an American Airlines ticket purchaser and thus bore the economic burden for an American Airlines ticket for a flight meeting the preceding criteria set forth in (iii) above. On September 17, 2021, the Company filed a petition for permission immediately to appeal the class certification ~~briefing has been completed, and~~ruling to the Fifth Circuit Court of Appeals. Boeing also filed such a petition. Plaintiffs filed their oppositions to the petitions on September 27, 2021. On September 30, 2021, the Fifth Circuit Court of Appeals granted the Company (and Boeing) permission to appeal the class certification ~~hearing was held before~~ruling. On December 22, 2021, in response to a motion to stay the trial court proceedings filed by the Company and Boeing, the Fifth Circuit stayed all proceedings, including the pursuit of any discovery, in the trial court pending disposition of the class certification appeal by the Fifth Circuit. Following full briefing on ~~April 26, 2021.~~the merits of the appeal, a three-judge panel of the Fifth Circuit heard oral argument of the appeal on July 5, 2022, and the Company is awaiting a decision from the Fifth Circuit. The Company denies all allegations of wrongdoing, ~~including those in the complaint that were not dismissed. The Company~~ believes the plaintiffs' positions are without merit, and intends to continue vigorously ~~defend itself.~~defending itself in all respects.

On February 19, 2020, a complaint alleging violations of federal securities laws and seeking certification as a class action was filed against the Company and certain of its officers in the United States District Court for the Northern District of Texas in Dallas. A lead plaintiff has been appointed in the case, and an amended complaint was filed on July 2, 2020. The amended complaint seeks damages on behalf of a putative class of persons who purchased the Company’s common stock between February 7, 2017, and January 29, 2020. The amended complaint asserts claims under Sections 10(b) and 20 of the Securities Exchange Act and alleges that the Company made material misstatements to investors regarding the Company’s safety and maintenance practices and its compliance with federal regulations and requirements. The amended complaint generally seeks money damages, pre-judgment and post-judgment interest, and attorneys’ fees and other costs. On August 17, 2020, the Company and the individual defendants filed a motion to dismiss. On October 1, 2020, the lead plaintiff filed a response in opposition to the motion to dismiss. The Company filed a reply on or about October 21, 2020, such that the motion is now fully briefed, although the parties have each supplemented their prior briefing with regard to more recent case holdings in other matters. The Company denies all allegations of wrongdoing, including those in the amended complaint. The Company believes the plaintiffs' positions are without merit and intends to vigorously defend itself.

On June 22, 2020, a derivative action for breach of fiduciary duty was filed in the United States District Court for the Northern District of Texas naming the members of the Company's Board of Directors as defendants and the Company as a nominal ~~defendant.~~defendant (the "Derivative Action"). The plaintiff alleges unspecified damage to Company’s reputation, goodwill, and standing in the community, as well as damage from exposure to civil and regulatory liability and defense costs. According to the lawsuit, these damages arise from the Company’s alleged failure to comply with safety and record maintenance regulations and false statements in public filings regarding the Company’s safety practices. The plaintiff alleges the Board, in the absence of good faith, exhibited reckless disregard for its duties of oversight. On October 7, 2020, the Court entered an order staying and administratively closing the Derivative Action. The ~~lawsuit is~~plaintiff in ~~its early stages, and~~ the Derivative Action shall have the right to reopen the action following the resolution of the Company's motion to dismiss in the ongoing litigation brought under the federal securities laws or upon the occurrence of certain other conditions. The Board and Company deny all allegations of ~~wrongdoing.~~wrongdoing made in the Derivative Action.

On August 26, 2021, a complaint alleging breach of contract and seeking certification as a class action was filed against the Company in the United States District Court for the Western District of Texas in Waco. The complaint alleges that the Company breached its Contract of Carriage and other alleged agreements in connection with its use of the allegedly defective MAX aircraft manufactured by The Boeing Company. The complaint seeks damages on behalf of putative classes of customers who provided valuable consideration, whether in money or other form (e.g., voucher, miles/points, etc.), in exchange for a ticket for air transportation with the Company, which transportation took place between August 29, 2017, and March 13, 2019. The complaint generally seeks money damages, declaratory relief, and attorneys’ fees and other costs. On October 27, 2021, the Company filed a multi-faceted motion challenging the Complaint based upon lack of subject matter jurisdiction, the existence of the prior-filed

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Sherman Complaint on appeal in the Fifth Circuit, improper venue, and failure to state a claim, and seeking to have the complaint's class contentions stricken. That motion was fully briefed by both parties and was argued to a United States Magistrate Judge on June 27, 2022. On July 5, 2022, the Magistrate Judge granted the motion in part and ordered the case stayed until the issuance of the Fifth Circuit's opinion in the Sherman Complaint. The Company denies all allegations of wrongdoing, believes the plaintiffs' positions are without merit, and intends to vigorously defend itself in all respects.

The Company is from time to time subject to various legal proceedings and claims arising in the ordinary course of business, including, but not limited to, examinations by the ~~IRS.~~Internal Revenue Service.

The Company’s management does not expect that the outcome in any of its currently ongoing legal proceedings or the outcome of any proposed adjustments presented to date by the ~~IRS,~~Internal Revenue Service, individually or collectively, will have a material adverse effect on the Company’s financial condition, results of operations, or cash flow.

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Item 1A. Risk Factors

Except for the additional risk factor set forth below, there have been no material changes to the factors disclosed in Item 1A. Risk Factors in the Company’s Annual Report on Form 10-K for the year ended December 31, ~~2020.~~2021.

~~The~~Conflicting federal, state, and local laws and regulations may impose additional requirements and restrictions on the Company’s ~~business is labor intensive; therefore,~~operations, which could increase the ~~Company would be adversely affected if it were unable to employ sufficient numbers of qualified Employees to maintain its operations.~~Company’s operating costs, result in service disruptions, and increase litigation risk.

~~The Company’s success depends on its ability to attract and retain skilled personnel. The Company's Pilots~~Airlines are subject to extensive regulatory and legal requirements at the ~~FAA's mandatory retirement age of 65,~~federal, state, and ~~all operational employees are subject to training~~local levels that require substantial compliance costs and ~~certification standards. As of June 30, 2021,~~that may be inconsistent with each other. These laws could affect the Company had a significantly smaller workforce than it did prior to the COVID-19 pandemic, while the demand for leisure travel throughout the domestic airline industry accelerated in the first half of 2021. Competition for skilled personnel may continue to intensify if overall industry capacity continues to increase and/or the Company were to incur attrition at levels higher than it has historically. The Company has recently determined to increase the minimum compensation of certain ofCompany’s relationship with its workforce and ~~may continue to be required~~cause its expenses to increase ~~existing levels~~without an ability to pass through these costs.In recent years, the airline industry has experienced an increase in litigation asserting the application of ~~compensation~~state and local employment laws, particularly in California. On June 30, 2022, the U.S. Supreme Court denied review of the Ninth Circuit’s ruling in Bernstein v. Virgin America, Inc., which held that federal law did not preempt the California state meal-and-rest-break regulations for flight attendants at issue. The Company is a defendant in multiple proceedings asserting wage and hour claims with respect to ~~retain~~certain employees who work in, or ~~supplement its skilled workforce.~~ are based in, California.The ~~inability to recruit and retain skilled personnel or the unexpected loss of key skilled personnel could~~Bernstein decision may adversely affect the Company’s ~~operations.~~defenses in some or all of those proceedings and may give rise to additional litigation in these or other areas previously believed to be preempted by federal law.Application of state and local laws to the Company’s operations may conflict with federal laws—or with the laws of other states and local governments—and may subject the Company to additional requirements and restrictions.Moreover, application of these state and local laws may result in operational disruption, increased litigation risk, and negative effects on the Company’s collective bargaining agreements. Adverse litigation results in any of these cases could adversely impact the Company’s operational flexibility and result in the imposition of damages and fines, which could potentially be significant.

Item 2. Unregistered Sales of Equity Securities and Use of Proceeds

(a) As previously disclosed, (i) in connection with funding that the Company had received under the PSP2 Payroll Support Program, the Company has issued warrants to acquire up to 168 thousand shares of the Company's common stock since March 31, 2021, to Treasury and (ii) in connection with funding that the Company had received under the PSP3 Payroll Support Program, the Company has issued warrants to acquire up to 899 thousand shares of the Company's common stock since April 2021 to Treasury, in each case under an exemption from registration pursuant to Section 4(a)(2) of the Securities Act of 1933, as amended. For additional information regarding the warrants, see Note 2 of the unaudited Condensed Consolidated Financial Statements.

(c) On May 15, 2019, the Company’s Board of Directors authorized the repurchase of up to $2.0 billion of the Company’s common stock. Subject to certain conditions, including restrictions on the Company pursuant to the ~~PSP3~~ Payroll Support ~~Program~~programs through September 30, 2022, repurchases may be made in accordance with applicable securities laws in open market or private, including accelerated, repurchase transactions from time to time, depending on market conditions. The Company has announced it has suspended further share repurchase activity until further notice. The Company has approximately $899 million remaining under its current share repurchase authorization.

Item 3. Defaults Upon Senior Securities

None

Item 4. Mine Safety Disclosures

Not applicable

Item 5. Other Information

None

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Item 6. Exhibits


3.1			Restated Certificate of Formation of the Company, effective May 18, 2012 (incorporated by reference to Exhibit 3.1 to the Company’s Quarterly Report on Form 10-Q for the quarter ended June 30, 2012 (File No. 1-7259)).
3.2			Second Amended and Restated Bylaws of the Company, effective November 17, 2016 (incorporated by reference to Exhibit 3.1 to the Company’s Current Report on Form 8-K filed November 21, 2016 (File No. 1-7259)).
10.1			Supplemental Agreement No. 1316 to Purchase Agreement No. 3729, dated December 13, 2011, between The Boeing Company and the Company. (1)
10.2			~~Supplemental~~S upplemental Agreement No. 1417 to Purchase Agreement No. 3729, dated December 13, 2011, between ~~The Boeing Company and the Company. (1)~~
~~10.3~~			~~Supplemental Agreement No. 15 to Purchase Agreement No. 3729, dated December 13, 2011, between~~ The Boeing Company and the Company. (1)
31.1			Rule 13a-14(a) Certification of Chief Executive Officer.
31.2			Rule 13a-14(a) Certification of Chief Financial Officer.
32.1			Section 1350 Certifications of Chief Executive Officer and Chief Financial Officer. (2 )(2)
101.INS			XBRL Instance Document - The instance document does not appear in the Interactive Data File because its XBRL tags are embedded within the Inline XBRL document.
101.SCH			Inline XBRL Taxonomy Extension Schema Document.
101.CAL			Inline XBRL Taxonomy Extension Calculation Linkbase Document.
101.DEF			Inline XBRL Taxonomy Extension Definition Linkbase Document.
101.LAB			Inline XBRL Taxonomy Extension Label Linkbase Document.
101.PRE			Inline XBRL Taxonomy Extension Presentation Linkbase Document.
104			Cover Page Interactive Data File (formatted as Inline XBRL and contained in Exhibit 101).

(1) Certain confidential information contained in this agreement has been omitted because it is both not material and is of the type that the registrant treats as private or confidential.

(2) Furnished, not filed.

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SIGNATURES

Pursuant to the requirements of the Securities Exchange Act of 1934, the Registrant has duly caused this report to be signed on its behalf by the undersigned thereunto duly authorized.


	SOUTHWEST AIRLINES CO.

~~July 27, 2021~~August 1, 2022	By:	/s/ Tammy Romo

		Tammy Romo
		Executive Vice President & Chief Financial Officer
		(On behalf of the Registrant and in
		her capacity as Principal Financial
		and Accounting Officer)


Period			Maximum fuel hedged (gallons in millions) (a)(b)

Remainder of 2021			641
2022			1,220
2023			655
Beyond 2023			106


	Estimated economic fuel price per gallon, including taxes and fuel hedging premiums (e)
Average Brent Crude Oil price per barrel	Third Quarter 2021 (c)	Fourth Quarter 2021 (d)
$50	$1.40- $1.50	$1.50- $1.60
$60	$1.70- $1.80	$1.80- $1.90
Current Market (a)	$2.05 - $2.15	$2.05 - $2.15
$80	$2.15 - $2.25	$2.25 - $2.35
$90	$2.30 - $2.40	$2.40 - $2.50
$100	$2.45 - $2.55	$2.55 - $2.65
Estimated fuel hedging premium expense per gallon (b)	$0.05	$.05
Estimated premium costs (b)	$25 million	$25 million