Don't forget that there is also a variation in ticket prices. As a pilot it frustrates me when I see ticket prices that will barely cover the cost of the fuel for that sector. The effectiveness and size of the training department, the quality of candidates attracted by salaries, the number of tasks completed on Engineering checks, the number of pilots per airframe etc are all elements that affect the bottom line.
If Airline A has ten people in their training department, pays pilots the minimum they can get away with considering the market, runs the bare minimum tasks per Engineering check that the manufacturer allows and has pilots flying the maximum number of hours per month/ year that is considered legal, and offers cheap tickets, then Airline B who has a bigger more expensive training department ( ie better trained staff) , runs an extra 200 tasks for the same Engineering check, and has more pilots per airframe allowing well rested crews to operate at their best is stuffed. They have to compete on the price of the ticket, but their overheads are greater.
The "lean operators" drag the other operators down to their level. The only way to combat this is to have sensible minimum standards legislated. Unfortunately, the regulators don't often meet with pilot/ engineering groups ( those who understand the realities of safety) , they meet with the lawyers and accountants who run the Airlines and come up with rules like the recently introduced duty and flight time limitations that can see people who are not fit to operate a lawn mower in charge of a jet with 400 people on it.
Maybe / maybe not relevant to proceedings but best post here.
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