Well NY is also getting the shaft when B6 decided to end JFK-CLT. IAH is a slight upgrade from HOU, but Delta just announced service as well out on JFK-IAH, which might adversely impact B6 and no longer let B6 have the exclusive JFK Houston flight.

I've wondered where in Connecticut do people switch use LGA/JFK for short haul needs vs. trekking up to BDL. New Haven is roughly 1 hour to BDL while 1.5 hour to LGA/JFK. And BDL isn't all that far from BOS itself. I once flew BWI-BOS, rented a car to drive back down to Windsor, CT (right by BDL) because flights into BDL were more expensive and I don't mind driving 1.5 hour in a rental car. What I noticed is BDL is somewhat sandwiched between bigger markets with better frequency, that competing hub airports around it might be diluting the market.

It kind of makes sense for B6 to end some of these smaller markets out of DCA. Really it's not offering the DC based traveler a nonstop to )SFO/LAX) on the west coast, Chicago, Atlanta, to name a few. Why Hartford. Kind of random if you look at it from the DC angle. Charleston was niche as well. The central/southwest Fl and southern Florida markets are very popular, although JetBlue isn't a leader on the TPA side just like its not in DC. Although at the same token, I've wondered if B6 could have offered BUF-DCA. BUF is somewhat a gateway to Canada and B6 likes to capitalize on upstate NY airports to appease Sen. Chuck Schumer or something.

If it wanted to be bigger in DC and NYC, it should have pursued more LGA/DCA slots from the AA/US merger and later Alaska sublease. I Instead Southwest grabbed most of these. Even at Newark which is a NYC airport, it seems to be stagnant while Spirit added a lot of routes. Jetblue has been adding markets to Boston, which is understandable for pursuing business customers out of there.