It is hard to imagine that five years have passed since Breeze AIrways’ first commercial service. Between the airline’s initial flight in 2021 and April 2026, the US Department of Transportation shows that more than 17 million passengers have been carried.

In the past 12 months, Breeze’s average load factor rose to a record 78.1%, which was marginally higher than for Avelo Airlines (77.3%), Southwest Airlines (77.4%), and Frontier Airlines (79.6%). While not like-for-like comparisons, having lower-capacity aircraft and relatively few flights per route helped. Of course, it is always about how the load was achieved.

Breeze’s Top Five Airports

Credit: Shutterstock

In the second half of 2026, Breeze’s top airports for flights are Raleigh–Durham International Airport (RDU), Orlando International Airport (MCO), Tampa International Airport (TPA), Charleston International Airport (CHS), and Providence’s Rhode Island T. F. Green International Airport (PVD). A whopping 57% of the airline’s services will touch these five airports.

Breeze’s schedule for the top five facilities has been explored using Cirium Diio data. This involved examining its network from each place between 2021 and August 2026. This was then compared to the routes available from September 2026 to January 2027. The process identified that 21 airport pairs are no longer served, which now includes PVD to Cancun.

All carriers have route churn, and Breeze is no exception. It would be odd if it (or any other airline) did not end routes. It would suggest that they are not being brave or entrepreneurial enough. Some links will always underperform relative to expectations (an airline can usually tell how it’ll do in the first couple of days of going on sale) and what else could be done with the aircraft. In Breeze’s case, the number of new routes far outweighs those that have ended, which ensures a growing network.

Breeze Has Ended These Routes From RDU, MCO, TPA, CHS & PVD

Credit: Wikimedia Commons

Perhaps unsurprisingly, some of the cuts involve airports that are no longer part of Breeze’s network, such as Mobile International (which is not the main airport serving that city), Oklahoma City, Plattsburgh, and Tulsa. Tulsa and Oklahoma City were among Breeze’s initial airports back in 2021, while Plattsburgh was the carrier’s first attempt at capturing passengers from Canada.

A special mention goes to John Wayne Airport-Orange County Airport (SNA). While the LA-area airport ceased being served from TPA 12 months ago, it is unclear if flights from MCO and RDU to SNA will return in 2027. In 2026, they existed from May to August. When writing, nonstop flights are not available (yet?), while not even BreezeThru is available for RDU-SNA beyond September. The airline has been contacted for comment.

Nearly All Of Breeze’s Transcon Flights From CHS Have Ended

Credit: Shutterstock

CHS is of historical significance in Breeze’s network, as the airport was on one end of the airline’s very first route back in 2021. Transcon service began in May 2022 to SFO, followed by LAS in September of that year and LAX and PHX two months later.

In 2026, only flights to LAX remain. The route churn means that Breeze’s CHS-Western US capacity has been reduced substantially, albeit from a low base. Only 19,200 round-trip seats for sale exist in 2026, which is the lowest level since 2022. It is 49% lower than was available in 2024 (37,300), when all four routes existed, even if only briefly.

Between November 2022 and April 2026, the DOT shows that Breeze has transported 45,613 round-trip passengers between CHS and LAX, with 80.1% of seats filled. In contrast, when they existed, LAS services had a load factor of 70.7%, SFO had 76.1%, and PHX had 76.7%. Given how similar the results were (except LAS), it is critical to consider the fares needed to achieve those results. Clearly, Breeze is happy with the performance to LAX.