Breeze Airways Dropped Routes to 6 U.S. Airports. Here’s the Full List

The ultra-low-cost carrier has walked away from six American airports since 2021 — here’s the full list, why the routes failed, and where affected travelers can rebook.

Breeze Airways has dropped routes to six U.S. airports since launching in 2021, cutting service to Oklahoma City, Nashville, Tulsa, Mobile, Plattsburgh and Montrose. The carrier has carried more than 17 million passengers since its first flight.

The most recent cut came in April 2026, when Breeze ended flights connecting Montrose Regional Airport (MTJ) in Colorado to John Wayne Airport (SNA) in Orange County, California, completing a five-year string of market exits even as the airline plans to serve roughly 90 destinations between August 2026 and February 2027.

The 6 Dropped Airports

• Will Rogers World Airport (OKC), Oklahoma City — dropped August 2022
• Nashville International Airport (BNA), Nashville, Tennessee — dropped May 2023
• Tulsa International Airport (TUL), Tulsa, Oklahoma — dropped November 2023
• Mobile International Airport (BFM), Mobile, Alabama — dropped January 2025
• Plattsburgh International Airport (PBG), Plattsburgh, New York — dropped April 2025
• Montrose Regional Airport (MTJ), Montrose, Colorado — dropped April 2026

The pattern reflects the volatility built into how ultra-low-cost carriers plan their networks, according to U.S. Department of Transportation and Cirium Diio data on the routes. Unlike legacy carriers such as American Airlines, Delta Air Lines and United Airlines, which route connecting passengers through hub-and-spoke systems that can subsidize weaker routes, Breeze relies on point-to-point flying that depends entirely on origin-and-destination traffic between two cities. When a market fails to generate enough of that direct traffic, the airline moves quickly to cut it.

Founded by serial airline entrepreneur David Neeleman, who previously started JetBlue Airways, WestJet and Azul, Breeze markets itself as a “Nice Low Cost Carrier.” When a route’s revenue per seat mile falls short of its cost per seat mile, capacity discipline dictates the airline cut it loose.

Early exits in Oklahoma and Tennessee

Oklahoma was one of the first states in Breeze’s network. The airline began flying to Tulsa International Airport in June 2021 and to Will Rogers World Airport in Oklahoma City the following month.

Between July and November 2021 — in Breeze’s earliest months and amid the COVID-19 pandemic — the airline flew both Oklahoma airports to San Antonio International Airport and New Orleans. Fewer than 34% of seats were filled on the San Antonio flights, and Breeze pulled out within months.

Breeze dropped Oklahoma City entirely in August 2022. Nashville International Airport, which had also connected to Akron-Canton, Hartford and Westchester, followed in May 2023. Tulsa was dropped in November 2023, ending Breeze’s presence in Oklahoma.

Southwest Airlines flew nonstop between Oklahoma City and San Antonio until January 2026. Breeze also faced heavy connecting competition from Southwest via Dallas Love Field and Houston Hobby, American via Dallas/Fort Worth International Airport, and United via Houston’s George Bush Intercontinental Airport.

Mobile left without scheduled flights

Breeze flew nonstop between Mobile International Airport and Orlando International Airport from April 2024 to January 2025. Mobile International is a downtown Alabama facility that is not the area’s primary commercial airport; most travelers use Mobile Regional Airport instead.

Breeze entered the Orlando-Mobile market right after Avelo Airlines exited the same route, which Avelo had flown from April 2023 to March 2024 with a 60.1% load factor. Breeze filled just 39.8% of seats on its Airbus A220-300 before suspending the route.

“Effective January 31, 2025, Breeze will suspend service from Mobile International Airport (BFM). We see a lot of promise in Mobile and the surrounding area, so while there is currently no estimated timeline for resuming service at BFM, we hope to return as we continue to grow,” a Breeze Airways spokesperson said.

Chris Curry, who was then president of the Mobile Airport Authority, said in 2024 that the new terminal project could help the airport recapture lost traffic. “We expect to capture another 50% of traffic that we’re currently losing to other airports. So that 600,000 from my perspective, I can see increasing by 300,000 within the first year,” Curry said at the time.

With Breeze’s exit, Mobile International was left with zero scheduled passenger flights. The Mobile Airport Authority is working to consolidate commercial service — currently split with Mobile Regional, 11 miles west, where Delta, American and United still fly — onto the Mobile International site, targeting the end of the first quarter of 2026 once a new terminal and parking garage are complete. The Airbus A220-300 Breeze flew on the route is assembled at an Airbus manufacturing facility on Mobile International’s grounds.

Plattsburgh and Montrose cuts

Plattsburgh International Airport in upstate New York marked Breeze’s first attempt at a U.S.-Canada border market, aimed at Canadian snowbirds heading to Florida. Breeze launched service there in November 2023, flying to Orlando and later adding Tampa International Airport, before dropping the airport entirely in April 2025.

Load factors were 68.2% to Orlando and 73.4% to Tampa — respectable numbers that still weren’t enough to justify keeping the aircraft in the market as Canadian border crossings declined. The exit was also complicated by a rejected proposal: Breeze had offered a $9.4 million annual Essential Air Service contract for seven weekly round trips to Washington Dulles International Airport but wanted a waiver to leave the market without a replacement carrier.

“We don’t have a definitive (timeline) on when they’re coming back and I don’t want to speak out of turn. Obviously, they made a business decision to pause that service. It’s unfortunate, but we understand that that’s their decision,” said Chris Kreig, director of Plattsburgh International Airport.

Kreig added that seasonal demand played a role. “The Florida destinations, there’s a seasonality component to it. We’re going into the summer months, and historically, our service kind of peaks in the winter months for obvious reasons: everybody wants to get out of the cold…,” he said.

Montrose Regional Airport, which serves winter ski traffic bound for nearby Telluride, Colorado, lost its Breeze flights to John Wayne Airport in April 2026 after the carrier struggled to sustain year-round demand outside the ski season.

Dozens of other routes quietly cut

Beyond the six abandoned airports, Breeze canceled 18 domestic routes between January 2025 and May 2026 — less than 2% of its overall capacity — while adding 34 new markets over the same period, including a growing base in Atlantic City, New Jersey.

Several cuts came shortly after local subsidies expired. Greenville-Spartanburg International Airport in South Carolina backed a $1.5 million minimum revenue guarantee with a $275,000 contribution through VisitGreenvilleSC; Breeze dropped its Westchester County route 16 months later, in September 2025. Routes from Jacksonville and Daytona Beach in Florida, each backed by $1 million local incentive packages, were canceled by May 2026 once their initial windows ran out.

At Ogdensburg International Airport in New York, Breeze kept flying under an $8.8 million annual Essential Air Service contract but dropped its non-subsidized Orlando route by April 2026, keeping the federally backed flight while cutting the one that wasn’t.

What happens to affected passengers

Breeze charges no change or cancellation fees. When it permanently drops a route, the airline issues full cash refunds or offers to rebook passengers from a nearby airport in its network. Travelers who cancel their own flights up to 15 minutes before departure get BreezePoints credit, valid for 24 months. Federal regulations also entitle passengers to a full refund when a route is permanently canceled.

“We are working with our Guests who have been impacted by this change to issue full refunds or serve them from one of our nearby airports in the meantime,” a Breeze Airways spokesperson said regarding the Mobile exit.

Travelers who lost Mobile service may consider nearby regional options such as Pensacola or Gulfport-Biloxi or Breeze’s expanding Huntsville International Airport operations in northern Alabama. Passengers affected by the Plattsburgh cuts now depend on Allegiant Air, the only remaining carrier there with direct Florida flights. Those hit by the Montrose exit must connect through legacy hubs, including Denver International Airport — where Breeze itself still competes with Southwest on a Providence, Rhode Island, route using late-night scheduling.

Fleet strategy behind the network churn

Breeze operates a growing fleet of Airbus A220-300s and has said it is retiring its older Embraer E190 and E195 jets to move to a single aircraft type, according to Airbus and Simple Flying reporting.

In March 2025, Breeze took delivery of two more A220-300s, tail numbers N246BZ and N247BZ, built at the Mobile Airbus plant, growing its A220-300 fleet. By 2026, the airline had narrowed its focus to 22 bases built for efficient “out-and-back” flying without overnight crew stays. Even so, the record shows a more efficient aircraft alone couldn’t rescue routes that lacked enough passenger demand.