No, the addition of the M80's (beyond the original two M88's leased for California nonstops) was to upsize capacity business markets. The M80s were configured 2x2 for 116 seats and first went to MKE-LGA, then later from Milwaukee to Boston, Dallas, Atlanta, and Washington, plus MCI to DCA and then LGA as well.

Leisure-heavy Phoenix and Orlando were opened as DC9-30 markets, not M80, as were the seasonal flights to TPA, FLL and RSW. They were all in 2x2.

Trouble was, the M80, even in 2x2 seating, was too large for most of the business markets where they were deployed. So the M80's started slowly moving more into leisure markets. After the double-blow of recession and 9/11, business traffic fell and the M80's were mostly moved to high-volume leisure markets. Milwaukee-Las Vegas...Midwest's highest-volume market today at 4x M80...didn't even see its first daytime flight until after 9/11. It had been a 6-days-a-week red-eye flight.

These M80's now moved to leisure markets in 2000 and 2001 were still 116-seat aircraft in 2x2, and they filled pretty well in the high-volume leisure markets. However these leisure markets were low fare, and they lost a great deal of money.

The decision to convert the M80's to 2x3 was significant, the first time that Midwest mainline aircraft would not have the wide 2x2 seating which served Midwest well for their first 19 years. However 2x2 was simply not a moneymaker at the low yields of leisure markets.

As I've said before, Midwest's fare premium is not significantly due to customers choosing to pay a higher fare for Midwest over a competitor. It's about carrying a mix of travelers more heavily weighted towards business traffic.