Breeze Airways is gaining attention in the aviation industry, but recent data reveals that some of its routes struggle significantly in terms of passenger load. The airline, which has rapidly expanded its operations and recently ventured into international flights, carried just over six million passengers in the 12 months leading up to November 2025, according to the US Department of Transportation. Despite a remarkable 49% increase in passenger volume compared to the previous year, certain routes have encountered difficulties maintaining an efficient load factor.
The load factor, a critical measure of an airline’s efficiency, indicates the percentage of available seats filled with passengers. Breeze’s overall load factor stood at 77.4%, slightly below the average for the US domestic market. While examining the reasons behind low load factors can provide insights, it is essential to consider other factors such as ticket prices and route viability.
Ten Routes with Low Load Factors
Breeze Airways has highlighted ten routes with notably low seat load factors during the period from December 2024 to November 2025. Each route listed below had a load factor below the airline’s average of 77.4%, and all had at least 1,500 passengers during the examined period.
1. **Washington Dulles to Ogdensburg**: 24.7% load factor with 21,850 passengers. This route began in September 2024 and is supported by Essential Air Service (EAS) funding. Despite the financial backing, Breeze reduced its frequency to four flights a week due to poor performance.
2. **Orange County to Montrose**: 36.5% load factor with 5,900 passengers. Initiated in December 2024, this route has also seen a reduction in flight frequency.
3. **Raleigh/Durham to Ogdensburg**: 39.7% load factor with 4,237 passengers. This route commenced in September 2025 and is still active.
4. **Richmond to Charleston (SC)**: 41.1% load factor with 8,110 passengers. Operating since 2021, this route continues to fly.
5. **Raleigh/Durham to Key West**: 42.6% load factor with 1,924 passengers. This route started in October 2025 and remains operational.
6. **Tampa to Charleston (WV)**: 46.7% load factor with 2,240 passengers. Launched in October 2023, this route is still flying.
7. **Tweed New Haven to Jacksonville**: 46.9% load factor with 10,657 passengers. This route began in February 2025 and continues to operate.
8. **Tweed New Haven to Fort Myers**: 47.4% load factor with 12,601 passengers. Although frequency has decreased, this route remains in service since its initiation in December 2024.
9. **Orlando to Mobile International**: 49.2% load factor with 2,330 passengers. This service operated from April 2024 to January 2025 before ceasing operations.
10. **Daytona Beach to Akron/Canton**: 49.4% load factor with 3,520 passengers. This route began in September 2025 and remains operational, although it is not yet bookable past April.
Context and Challenges
The route from Washington Dulles to Ogdensburg stands out due to its exceptionally low load factor of 24.7%. Breeze Airways initiated this service on September 27, 2024, replacing United Express, which operated between 2019 and 2022. While Breeze’s operations are supported by approximately $18 million in EAS funding through September 2026, the low passenger loads have raised questions about the route’s long-term viability.
Despite operating with a larger aircraft, the A220-300, Breeze’s load factor for this route fluctuated significantly, reaching a low of 12.0% in January 2025. The airline’s decision to reduce frequency indicates that even with financial support, maintaining operations on such underperforming routes poses considerable challenges.
As Breeze Airways continues to navigate its growth trajectory, understanding load factors and their implications will be critical. The data indicates that while some routes may be financially supported, their operational success is not guaranteed. The airline’s ability to adapt to these challenges will play a significant role in its overall sustainability and future expansion.
