Regardless of the size or success of an airline, all carriers will have route churn. Some things simply will not work and will be removed. Delta Air Lines is no exception, with the SkyTeam member’s latest schedule update showing that four routes have been removed.

The cuts include New York LaGuardia Airport (LGA) to Tulsa International Airport (TUL), Oklahoma. Some may say this is hardly an exciting or significant market. Nonetheless, the numbers behind it are intriguing. Looking at them is much better than just saying it was not profitable or didn’t contribute enough network-wise relative to what else could be done with the aircraft.

A Quick Look At Delta Between LaGuardia & Tulsa

Delta Air Lines CRJ900 Credit: Wikimedia Commons

Covering 1,070 nautical miles (1,982 km) each way, Delta did not have nonstop flights between LGA and TUL for long. OAG data shows that the SkyTeam carrier inaugurated the route on September 3, 2024. Delta’s final departure is set for November 6, 2026.

The carrier coexisted with American Airlines, whose entry took place in 2022. Perhaps unsurprisingly, American grew flights substantially following Delta’s arrival. Indeed, the oneworld member’s frequency in 2026 is more than twice as high as in 2024, which contributed to excess capacity.

Delta Connection’s regional partner, Endeavor Air, operates on its behalf using the 76-seat CRJ900. A six-weekly operation is typically available, with no flights on Saturdays. This is because it is, in theory, more of a business-driven market. However, the schedule, shown below for mid-September, is obviously not good for day trips to the Big Apple. Then again, it is a relatively long way.

Days

LGA To TUL; Local Times*

TUL To LGA; Local Times**

Daily except Saturday

DL4630: 4:53 PM-7:19 PM

DL4631: 6:59 AM-10:59 AM

* In mid-September 2026

** In mid-September 2026

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Why Delta Is Ending LaGuardia-Tulsa Flights

Delta Air Lines CRJ900 final Credit: Sockagphoto | Shutterstock

US Department of Transportation (DOT) data for September 2024 to May 2026 shows that Delta transported 50,213 round-trip passengers on its nonstop LGA-TUL services. This is just a number and says little in itself. Context is needed. With 76,040 seats for sale, the route’s load factor was a paltry 66.0%. This was nearly identical to American’s result (66.9%).

Let’s narrow the focus to January to May, as the consequence of American’s much higher capacity, among other things, is clearer to see. In those months in 2025, American’s load factor was 72.5%, while Delta’s result was 68.9%; not high, but still. In 2026, with more capacity, Delta’s load factor was just 51.5% (!), while it was 58.9% for American.

All those numbers are bad. But that’s just one part of it. If total revenue per available seat mile (TRASM) is considered, Delta’s result was the lowest among that carrier’s links from LGA. And when the TRASM is adjusted for stage length, it was the third worst-performing market. The distance, poor load factor, and relatively low average fare compared to the airline’s other routes from LGA all contributed. It is no wonder the route is ending. Of course, Delta’s exit will benefit American nicely.

It is worth comparing the TRASM for LGA to TUL against Delta’s result for LGA to Oklahoma City’s Will Rogers International Airport (OKC). Despite covering 8% less distance, which means fewer ASMs, DOT data shows that LGA-TUL had a 20% lower TRASM. This was influenced by TUL having a 13% lower system fare, partly from less premium travel.