First post on the forum. I'm also new to Delta. 2010 hire. Had a few questions that I'm curious about and thought might stimulate good conversation.

1) If LUV has a higher cost structure than us, how do they turn a profit when we don't? (I've been told by managers at Delta that SW has a higher cost structure. Also, its well known that they pay thier people more across the board.ie_Pilots, FA, Rampers) They have lower yields per ticket in revenue, don't collect a premium on First Class seats, and miss out on big money from bags. I'd like to see a list compiled of why they make money when we don't. And not something like: They don't have RJs or our VPs are paid more or they don't have Alpa. Something based purely in financial terms.

2) A totally different topic. I'm new to ALPA. My first impression is that they are a large, comprehensive, and well organized business. Like a good ALPA member, I've almost finished the books, Flying the Line. There is no doubt that over the last 80 years we owe much of the success of our careers to the folks at ALPA. That being said, with the expanded role of regionals over the past 15 years, how is it that ALPA can represent both Regionals and Mainline pilots? Regional's went from small propeller planes with 5% of the business to 76 seat jets that make up 40% percent of today's flying. Clearly the main objective of nearly all mainline unions now is to reclaim that flying and bring all 80ish+ seat flying back in house. How can Alpa join in a tireless campaign to do that while also representing regionals interests? Is there a size of airplane where they say, "no this belongs at the mainline". Can someone with ALPA knowledge better explain their policy on this going forward?
Also, for those claiming that our jobs are continuously being outsourced, aren't they eliminating enough 50 seaters to more than offset the increase of the 70-76 seat flying?