For obvious reasons, Florida is utterly critical to Breeze Airways. Between August 2026 and March 2027, Cirium Diio data shows that over half of the carrier’s flights (54%) will touch the Sunshine State. Breeze has doubled down on Florida, as the state’s share has risen by four percentage points compared to the same period last year.
Breeze serves 12 airports in Florida, which is more than in any other state. The most recent addition was the capital, Tallahassee Regional Airport (TLH), which welcomed the airline in July 2026. In total, Breeze plans 173 Florida routes in the examined period, 16 of which are new.
The airline’s Florida network from January 2022 to July 2026 was compared to what’s available from August 2026 to March 2027. This examination identified the following 16 additions, which are a mix of domestic and international entries. As they have been announced already, this article simply summarizes them and then explores some notably intriguing markets.
Significantly, all 16 airport pairs are brand-new to Breeze’s map; some will make the weekly celebratory new routes article (see the most recent edition). All the upcoming links from Vero Beach are brand-new; no airline has served them before. They are, therefore, particularly notable.
The US Department of Transportation (DOT) shows that the remaining 12 markets either had flights by at least one other airline in the past or continue to do so. Some were served recently, such as Southwest Florida International Airport (RSW), for Fort Myers, and Palm Beach International Airport (PBI), as it was then called, to Atlantic City. They were part of the now-defunct Spirit Airlines’ network until earlier this year.
Others last had nonstop flights years ago. They include RSW to Dayton with USAir (as it was then called) until 1992 and Tampa International Airport (TPA) to San José until 1999, when Condor stopped en route from Germany. It is unclear if Condor had traffic rights between the two places, and it seems a bit unfair to include it. Fort Lauderdale-Hollywood International Airport (FLL) last had Dayton flights 21 years ago, when Delta Air Lines operated.
* Known as of July 31, and subject to change. Other routes may be announced and may commence before next March
** Known as of July 31, and subject to change
All six airports were removed between 2022 and 2026. Find out more here!
Head-To-Head Competition On Four Of The Routes
75% of Breeze’s 16 upcoming Florida links will not have head-to-head competition, i.e., where at least one other scheduled operator flies between the same two airports. This goes hand-in-hand with the airline’s network approach. Most of Breeze’s large number of system-wide routes do not have another carrier. It revolves around network creation or recreation. This strategy also makes it much harder for other airlines to accurately guess where Breeze will fly.
The latest information shows that only a quarter of Breeze’s new Florida routes will have head-to-head competition. They are TPA to Harry Reid International Airport (LAS), serving Las Vegas, against Southwest (Frontier pulls out in August); TPA to Islip, facing Frontier, JetBlue, and Southwest; TPA to Cancun, against JetBlue; and RSW to Madison, facing Sun Country. The latter brand will disappear in the future. Unless things change, TPA-Islip will now have a record four operators, while RSW to Madison will have two carriers for the first time.
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As mentioned earlier, Frontier will pull out of TPA-LAS in August, while Spirit did so at the start of the year. When Breeze enters the market in January next year, it’ll only face Southwest, with LAS being that hybrid operator’s second-busiest airport for flights. Given the sheer size of the market (388,000 round-trip local passengers last year) and that fares may rise, Breeze saw a good opportunity, hence a daily frequency, which is quite high for that airline.
While TPA to Cancun is currently only flown by JetBlue, Frontier pulled out in 2025, having operated since 2022. These examples show why it is imperative for an airline to keep full abreast of market changes. Airlines always drop routes, and some so-called ready-made markets might fit another carrier’s network given their focus, aircraft availability, costs, and so on.
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