If it's alright with everyone else, I'd like to learn a few things from this unfortunate mishap...hopefully, to not repeat them myself or otherwise....

Was there any evidence that the approach was not stabilized...especially given the possibility of a tailwind and higher than normal descent rates.

Does SWA also have paper-form landing distance charts to coicide with the OPS computer. Do they have "wet" charts ?

Does SWA incorporate the use of thrust reversers in calculating landing distance...I thought landing distance was always calculated without the use of T/Rs.

Also, what was this that the Capt tried the T/Rs then the F/O tried them ??? Transfer of control on the landing rollout at apparent high speed regime..is that true ???

I never flew the 737-700 and in my old age I forgot what the -200 used, but aren't spoilers and autobrakes a function of weight on wheels and wheel spinup ? On the MD-11, the center engine T/R activates once the nosewheel is on the ground.

Thanks sorry for all the questions, but maybe we (or I) can get a few tidbits out of this as an ounce of prevention....Thank you.

FF