Feel free to argue to the DOT that the data they collect is incorrect.
it is convenient to argue the point when the numbers don't suit your story.
in fact, those same DOT stats show that AA/US' financial strength has come from the domestic market - which is precisely what I have been saying, from the Atlantic in peak season (even though there have been losses off-peak), and Latin America up until the most recent quarters as the dollar has soared relative to those currencies.
so, the regional profitability does matter. and other costs and corporate revenue are allocated across those regions so it is reflective of the company.
as has also been noted, DL is much further along the restructuring path and its tax treatment is different. UA is not as far along as DL. AA has an advantage in being relatively new out of BK. Compare all to WN and see how continued profitability affects taxes. WN pays cash taxes while none of the big 3 legacy carriers do.
DL also took fuel hedge adjustments (mark to market losses) so they have already taken a hit for some of their hedge losses. So have other carriers who have hedges.
I still submit and we can certainly see in the coming quarters that the revenue impacts to AA will be far larger than they will be to other carriers and may well be as large or larger than to any carrier - other than when there was huge global impact to airline revenues.
and, lest we wonder too far from this topic, let's remember that DL is ADDING more capacity than other carriers are and will offset whatever hedge losses they have with increased revenues and lower overall costs. AA's revenues losses will not be offset by fuel hedge gains (or lack of hedge losses) because if they were, AA would be providing guidance to validate that.