​For most airlines, the Airbus A220 is a right-sized aircraft for short-to-medium routes — high-frequency markets and thinner regional lanes. Breeze Airways, with its current fleet of 54 A220-300s, has taken a slightly different approach. While the majority of its flights are in the Northeast-to-Florida corridor, it has also turned the A220 into a regular transcontinental tool, linking smaller and mid-size East Coast cities with major Western destinations.

That strategy matters because nonstop, long-haul flying from secondary markets is exactly where larger narrowbodies are often hard to justify, and where the A220’s range and efficiency can make the economics work.

In 2026, Breeze’s longest A220 routes show how deliberately the airline is leaning into that niche: fewer connections, more nonstop options, and a network built around cities that typically don’t get transcontinental treatment. It’s a distinctive play in the US market, and it’s helped Breeze stand out as one of the most aggressive users of the A220 on long domestic stage lengths.​

The Current Longest Flights In Operation

Credit: Breeze Airways

Breeze does more transcontinental flying with the A220 than any other airline, and has multiple routes across its network that exceed 2,000 miles or five hours of flight time. Looking at Cirium data for 2026, the airline’s current longest flights according to block time (the time from gate-to-gate) are split evenly into five existing routes (see below) and five seasonal routes that start in May (next section).

The existing longest flights are headed up by two routes from Bradley International Airport in Hartford. The Hartford–Las Vegas route is the blueprint for Breeze’s A220 transcontinental play: a smaller Northeast origin that allows locals to avoid connections and crowds at the biggest airport, paired with a destination that reliably draws weekend leisure traffic and event demand. It’s no coincidence that Breeze offers multiple nonstops from secondary airports to Las Vegas’ Harry Reid International Airport.

The route from Norfolk International Airport to San Diego International Airport is particularly interesting, as the former is home to the US Navy’s Atlantic Fleet, while the Pacific Fleet calls San Diego home. The route therefore mixes structural demand from military and government-adjacent travel patterns, with traditional leisure travel to San Diego’s year-round tourism. The four weekly schedule is also notable as it suggests Breeze sees consistent two-way volume, not just peak-season spikes, causing it to increase frequency.

Coming This Summer: 5 New Entries In The Top 10

Credit: Denver International Airport

As May rolls around, and the summer schedules kick into high gear, Breeze Airways will be introducing five new routes that will make up the remainder of the Top 10 list. This will include two additional routes with block times over six hours, and three of these routes will be to the evergreen attractions of Los Angeles.

The first is what will become the longest route in Breeze’s network, from T.F. Green International Airport in Providence to Los Angeles International Airport. This route clocks in at 2,585 miles (4,160 km), and will have a block time of nearly six and a half hours. It’s an archetypal Breeze move — giving a smaller New England airport a direct link to Southern California, targeting travelers who would rather drive locally than wrestle with the biggest hubs.

All of these five are seasonal returning routes. Not on the Top 10 list, but noteworthy, is the brand-new route that Breeze will be launching from Raleigh–Durham International Airport to John Wayne Airport-Orange County Airport in May. The flight will operate twice-weekly with a block time of just over five hours.

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Where Breeze Could Go Next

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Breeze’s 2026 longest-flight list reveals a clear pattern: build nonstop links from smaller and mid-size Eastern cities to major Western destinations, where the alternative is typically a connection through a crowded hub. If that formula continues to work, the next opportunities are likely to come from places with growing demand, limited nonstop competition to the West, and airports that can offer Breeze operational simplicity. Expect to see the following:

• Raleigh-Durham: Breeze has expanded rapidly at RDU, now offering 34 nonstop destinations, more than double what it had just two years ago. With just two transcontinental routes, there is ample room for growth, driven by the increased demand at one of the fastest-growing airports in the nation.
• Orlando: Orlando is not underserved, but it’s a demand engine. Breeze can reverse its “Small East to Big West” model, and use MCO as a high-volume destination for long, thinner A220 routes from smaller Western airports where nonstop options are limited or priced at a premium during peak seasons.
• More mid-sized Northeast and Mid-Atlantic cities: Providence, Hartford, Syracuse, Richmond, and Norfolk are successful proof-of-concept markets, and all offer opportunities for adding new transcontinental routes. Other well-established bases like Charleston and Akron could provide the next wave.
• Frequency upgrades: Several of these longest routes operate only two or three times per week. If Breeze sees strong performance, the most impactful growth may be adding frequency, Turning “special” nonstops into dependable staples that travelers can plan around.

In short, the A220 lets Breeze do something rare in US domestic flying: make long nonstop routes work from cities that usually don’t get direct transcontinental service. If the airline keeps pairing the right origins with the right destinations — and keeps capacity disciplined — the current list of six-hour A220 flights may be just the beginning.