Mike Linenberg

we had been hearing about jet fuel shortages in parts of the world, Asia Pacific, maybe Australia, down to 25, 30 days. Do you have any issues with sourcing jet fuel?

your predecessor had floated the idea of segmentation in the premium cabin. It looks like one of your competitors is going down that path. Where are you with respect to that?

is there any have we seen the booking curve really shift to normality, or are there any sort of idiosyncrasies about that curve that are maybe helping that acceleration?

Non-hub flying tended to be lower margin RASM dilutive. What's changed? What makes the Delta Air Lines product Oh, maybe I'm answering the question

If you sort of think back to 2018, 2019, when did it start to bite? I mean, we're day nine in, and what can you recall what that financial impact was to Delta Air Lines?

you talked about the fully funded pension. Should we think about that with respect to potential tailwinds either on P&L or on sort of your cash flow this year?

Can you talk about how that has shifted and maybe whether you're seeing improvement and as we think about how much you're booked up over the next few months, is that shorter booking curve manifesti...

How much of say, Transatlantic is on the books for, say, summer, right? Or maybe I should ask international more broadly

can you just talk about how bookings have trended over the last week or so, presumably, they took a hit

the upsell out of the bottom bucket from 20% to 60%, do you have a sense of what that average increase in fare is going from that 20% to 60%

presumably, either -- I don't know if there's either sale leasebacks or there's aircraft divestitures. Can you give us a rough sense of maybe what the gross CapEx number is

Segmentation, it's kind of a new thing. I mean, maybe you'll disagree with me, but I think it is somewhat of a new thing for Southwest

What we could see in the quarter we did see an inflection on at least connections. It looked like your enplanements outpaced passengers

it does seem like that we could be looking at maybe upwards of 100 airplanes on a sale leaseback basis. I mean, is that number too high? How should I think about it?

Is that going to be a drag on your domestic to the point that maybe it's transatlantic, maybe it's another geography that comes out on top

how has that evolved? Or is it still as prohibitively expensive to bring on an additional type?

What are the considerations that are out there right now that are, I guess, being debated with respect to returning Newark to a Level 3 airport?

In your fleet plan, you're showing the 321 XLR. So how many are you getting this year?

Where is that percentage today? And is that just largely a function of the up gauging in next, or are you starting to see, you know, maybe more intense competitive