Breeze Airways, a relatively new player in the airline industry, is facing challenges with several of its routes. The carrier recently revealed that ten of its routes have significantly low seat load factors, indicating that fewer passengers are filling its flights. This comes as Breeze continues to expand its network, including the addition of international routes and new domestic services.
According to the US Department of Transportation, Breeze carried just over six million passengers in the twelve months leading up to November 2025, marking a 49% increase compared to the previous year. Despite this growth, the airline’s overall seat load factor stands at 77.4%, which is lower than the average for the US domestic market.
Examining the Routes with Poor Performance
The airline’s ten lowest-performing routes were identified through an analysis of over 267 routes operated by Breeze between December 2024 and November 2025. This analysis focused on routes with at least 1,500 passengers to ensure that the data reflected consistent operations, excluding any temporary or atypical routes.
1. **Washington Dulles to Ogdensburg**: This route, which began in September 2024, has a seat load factor of just 24.7% with 21,850 passengers over the period. The route is funded through an EAS program, resulting in approximately $18 million in funding until September 2026. Despite this, Breeze has reduced frequency from daily flights to four times a week due to low demand.
2. **Orange County to Montrose**: Since its inception in December 2024, this route has achieved a 36.5% load factor with 5,900 passengers. It continues to operate but has also seen a reduction in flight frequency.
3. **Raleigh/Durham to Ogdensburg**: Launched in September 2025, this route has a 39.7% load factor with 4,237 passengers.
4. **Richmond to Charleston (SC)**: Operating since 2021, this route has a 41.1% load factor and has served 8,110 passengers.
5. **Raleigh/Durham to Key West**: Initiated in October 2025, this route currently holds a 42.6% load factor with 1,924 passengers.
6. **Tampa to Charleston (WV)**: This route, which started in October 2023, has a load factor of 46.7% with 2,240 passengers.
7. **Tweed New Haven to Jacksonville**: Since February 2025, this route has recorded a 46.9% load factor and served 10,657 passengers.
8. **Tweed New Haven to Fort Myers**: This route, which began in December 2024, has a 47.4% load factor with 12,601 passengers. Flight frequency has significantly decreased.
9. **Orlando to Mobile International**: This route operated from April 2024 to January 2025, achieving a load factor of 49.2% with 2,330 passengers.
10. **Daytona Beach to Akron/Canton**: Started in September 2025, this route has a 49.4% load factor with 3,520 passengers, though it is not currently bookable beyond April.
These figures highlight the operational challenges faced by Breeze Airways, particularly on routes with low passenger loads.
Market Context and Future Considerations
Breeze’s strategy to enter less competitive markets often relies on funding support, as seen with the Washington Dulles to Ogdensburg route. This route was previously served by United Express, which operated smaller aircraft with a better seat load factor of 47.7% in 2019. Breeze’s choice to utilize larger A220-300 aircraft has not yielded the expected results in passenger uptake.
The airline’s struggle to fill its planes raises questions about the viability of certain routes. Market dynamics, including passenger demand, fare pricing, and operational costs, play a crucial role in determining whether these routes can sustain long-term service.
As Breeze Airways continues to expand its operations, it will need to carefully assess its routes, focusing not just on passenger numbers but also on overall profitability and market demand. The airline’s approach to route planning and its response to these challenges will be critical in shaping its future in the competitive aviation landscape.
