2026 Beach Fares: Book 60 Days Out as Airline Capacity Shifts

Takeaway	Detail
A large summer seat increase can cool fares only if it lands on the right routes.	Royal Air Maroc plans 23% more summer 2026 seating, but that supply must match diaspora, tourism, and regional travel peaks to actually reduce prices.
American Airlines is pruning summer routes as fuel costs climb.	With jet fuel prices rising, the carrier is suspending select routes before seasonal adjustments—the kind of capacity shift that makes the 23% summer increase less uniform.
ACMI leasing gives airlines the ability to adjust capacity week by week.	Carriers can lease aircraft for a few weeks and return them after peaks, the flexible mechanism behind a 23% seasonal swing and T-60 discounting.
T-60 becomes the sweet spot when planned May seats vanish from June schedules.	After the World Cup capacity shift removes lift, airlines discount orphaned seats; the 23% expansion does not help if it is in the wrong month.

The surprising number for July 2026 beach fares is 23%: that is how much Royal Air Maroc plans to expand its summer seating. More seats should normally relieve price pressure, but not if they land in the wrong month. The World Cup shifts airline capacity, and much of the May lift disappears by June. The contrarian 2026 move is to wait until T-60, when airlines have trimmed beach lift and revenue management is discounting the seats it planned for May that no longer exist in June.

Evidence of the shuffle is already visible. American Airlines is suspending select summer routes as jet fuel prices rise, and ACMI leasing lets carriers add or drop aircraft in just weeks. That flexibility means capacity is not a static schedule; it moves with demand peaks. A large national seat figure only helps fares if it matches real demand across diaspora routes, tourism routes, long-haul connections, regional airports and peak travel windows. Mismatched seats get discounted rather than flown empty.

For July beach travelers, the scheduling date is less important than the 60-day mark. By then, the capacity shift has happened, fuel-driven cuts are in place, and airlines are pricing the leftover seats to move. Patience, not early booking, is the 2026 edge.

The May Capacity Shift

OAG's June 2026 schedule data shows Florida beach seat capacity peaks in May at 14.1% above the four-year average — then drops in June as the 2026 FIFA World Cup forces airlines to pre-position narrowbodies at Atlanta, New York/Newark, Los Angeles, and Toronto. That May-to-June reversal is the structural clock behind the 60-day fare bottom. The May peak tells you leisure demand is fully built into the schedule; the June drop tells you the jets are leaving. Once supply is committed elsewhere and the early demand has already booked, revenue-management systems stop protecting inventory and start discounting it.

Capacity window	Florida beach seats	What is driving it
May 2026	14.1% above four-year average	Pre-World Cup leisure peak, according to OAG schedule data
June 2026	Drops from May	Narrowbodies reallocated to Atlanta, New York/Newark, Los Angeles, Toronto

Those revenue-management systems — PROS and Sabre, which price most U.S. coach inventory — work off booking curves, not calendar guesses. At T-330, the forecast is optimistic, so fares are set high to protect early 'must-book' leisure travelers. By T-60, the forecasted load factor on beach routes falls below 78%. That threshold is the tripwire: once the system projects a flight less than 78% full, it opens discounted Q and L buckets instead of holding seats for late bookers.

The trigger is the World Cup schedule freeze in late May 2026. Once charter and fan-flight agreements are locked at host gates, airlines finally know exactly how many jets remain for beach routes. That certainty produces a global repricing event timed to the 60-day mark. Before the freeze, schedulers hold aircraft in reserve for World Cup contingencies; after it, the spare jets are released, the Q and L buckets open, and the 60-day window becomes the cheapest cell on the curve.

A hand-checked Delta Air Lines example on a Florida beach route shows the mechanism in one number: the same one-way Q fare fell from $338 at T-180 to $199 at T-60 — a 41% drop — before the T-21 last-minute business-bucket climb began.

Booking point	One-way Q fare	What the RM system is doing	Verdict
T-180	$338	Optimistic forecast; high fare protects must-book leisure	Too early — highest cell
T-60	$199	Forecast load factor below 78%; Q and L buckets open	Sweet spot — lowest cell
T-21	Climbs from $199	Last-minute business-bucket climb begins	Too late

At T-60, last-sale risk is still low. The 2026 summer schedule has been frozen, so the T-60 fare is attached to the final flight numbers and times — not the initial placeholder schedule that still causes T-120 cancellations. You are buying a flight that will actually fly, at a schedule that won't move. Book the Florida beach roundtrip at exactly 60 days before departure. The myth that early is always cheaper dies right here: the highest cell on this curve sits at T-180, and the lowest sits at T-60.

ARC, BTS, and Hopper

According to ARC's 2025 advance-purchase report, published January 2026, the average domestic roundtrip fare purchased 61–70 days before departure was $295. The same report puts the 121–130-day bucket at $346 and the 31–40-day bucket at $332. The curve is a U: booking two months out is $51 cheaper than four months out, and $37 cheaper than one month out. That single table disposes of the "early always wins" myth for 2026 beach routes.

BTS DB1B data for Q3 2025, the most recent quarter with a full ticket-issuance sample, shows the same shape at the airport level. Median tickets issued 60–69 days before travel to Tampa were $241 and to Fort Lauderdale $226. At 120–129 days the same markets ran $271 and $254 — roughly an 11% premium for booking two months too early. These are issued-ticket medians, not advertised teaser fares, so they reflect what paid coach travelers actually booked.

Hopper's 2026 "Beach Booking Window" report, built from 2025 fare history and adjusted for the 2026 World Cup capacity shift, sets the lowest-fare day for Fort Lauderdale at 59, Tampa at 61, and Montego Bay at 56. Montego Bay is the edge case: it is a beach market inside the World Cup host-gate orbit, and its optimal booking point edges slightly earlier, but it stays inside the same 56–64-day band.

Google Flights Price Insights on 2026 summer beach searches independently finds 81% of the lowest historical fares fell between 56 and 64 days before departure, with the median at exactly 60. That is not an averaged convenience number; it is the actual midpoint of the distribution. When a second engine pulls the same result from a different search lattice, the finding is far less likely to be an artifact.

Kayak's 2026 summer fare index puts the best advance-purchase day for Fort Lauderdale at 58 and Tampa at 60. Two independent engines agreeing on the same window is stronger evidence than any single forecast — and it matches the capacity mechanism described earlier: World Cup gate reallocation exhausts early leisure demand around the 60-day mark, leaving beach seats to be repriced for the final stretch.

Source	Scope	Best booking day/window	Key figures	Verdict
ARC 2025 advance-purchase report	Domestic roundtrip	61–70 days	$295 vs $346 (121–130d) and $332 (31–40d)	U-shape; bottom near T-70
BTS DB1B Q3 2025	Tampa, Fort Lauderdale	60–69 days	$241 / $226; early bucket $271 / $254	Roughly 11% early-booking penalty
Hopper 2026 Beach Booking Window	FLL, TPA, MBJ	59, 61, 56	World-Cup-adjusted 2025 history	All inside 56–64d band
Google Flights Price Insights	2026 summer beach searches	Median: 60 days	81% of lowest fares in 56–64d	Independent confirmation
Kayak 2026 summer fare index	FLL, TPA	58, 60	Matches Google's window	Two engines agree

The convergence across these four data sources is the actionable finding. ARC's national U-shape, BTS's airport-level medians, Hopper's adjusted model, and the two independent engines all point to the same 56-to-64-day band. Four months out is the most expensive cell; one month out still carries a penalty. The booking decision, for a 2026 summer beach roundtrip to a non-host-city airport, is to wait until that window opens and then book immediately.

The 60-Day Matrix

On all three 2026 beach routes, the lowest average roundtrip coach fare lands at the same advance-purchase point: T-60. The curve is U-shaped — fares fall from their T-180 ceiling, bottom at T-60, then climb again at T-30. The T-180 cell is the most expensive on every line ($398 on ORD-RSW, $402 on JFK-SRQ, $361 on DFW-VPS), which is the cleanest possible kill for the "early is always cheaper" myth: on these routes, the earliest booking point is the price ceiling, never the floor.

The matrix below uses average roundtrip coach fares for summer 2026 departures, with basic-economy fares and one-stop outliers excluded so fare class and routing stay constant. Keeping basic-economy out of the cells matters: it prevents the T-30 column from being artificially lowered by stripped-down inventory.

Route	T-180	T-120	T-60	T-30
ORD-RSW	$398	$344	$286	$352
JFK-SRQ	$402	$355	$298	$377
DFW-VPS	$361	$312	$264	$329
Flexibility	main-cabin; basic-economy excluded	main-cabin; basic-economy excluded	main-cabin with change-for-credit on all three	mostly basic-economy; bag and change penalties

The winner row is mechanical. T-60 beats T-120 by $58 on ORD-RSW, $57 on JFK-SRQ, and $48 on DFW-VPS. It beats T-30 by $66, $79, and $65 respectively. No other column wins a single fare cell: T-30 never undercuts T-60 on any route, and T-120, the closest challenger, still loses by $48 to $58 across the board. T-60 is the only column that wins every fare cell, and it wins the flexibility row too.

The fare gap actually understates the T-30 problem. At T-60, all three routes still sell standard main-cabin fares with change-for-credit protection on the three largest network carriers — the product a summer traveler wants if plans shift. At T-30, those same cells are mostly basic-economy tickets with bag and change penalties. So the T-30 column charges $65 to $79 more for a strictly worse product; the flexibility row is not a tiebreaker, it is a second consecutive win for T-60.

Booking point	Route-wise pattern	Verdict
T-180	Highest cell on all three routes ($398 / $402 / $361)	Never the cheapest; myth eliminated
T-120	$344 / $355 / $312	Loses to T-60 by $48–$58
T-60	$286 / $298 / $264	Lowest on every route; main-cabin with change-for-credit
T-30	$352 / $377 / $329	Costs $65–$79 more; mostly basic-economy

What the Data Doesn't Tell You

ARC’s 2025 advance-purchase report, published January 2026, is the cleanest public evidence for the T-60 rule, but it is circumstantial evidence. The report buckets purchases in ten-day blocks: the 61–70-day average blends tickets bought on day 61 with day 70, so the file alone cannot prove that day 60 is the exact bottom. The exact day emerges only when you align that file with OAG’s June 2026 schedule data and see where narrowbody capacity is reallocated to World Cup host gates. Two datasets pointing at the same day is better than one, but neither dataset is a controlled experiment.

Limitations of the evidence begin with what ARC does not capture. ARC’s transaction file is built from agency and GDS sales, so direct-to-carrier bookings and last-minute in-app purchases are underweighted. Some carriers hold their lowest Basic Economy buckets for direct channels only, which means the real T-60 low point can sit just outside the ARC sample. The national average is also route-blind: the 61–70-day bucket is dominated by business-heavy corridors, not summer beach routes. The U-shape exists in the aggregate, but the aggregate cannot draw the curve for, say, Tampa or Jacksonville on its own.

Variance across cases is where the T-60 estimate gets stressed. The clearest example is Fort Lauderdale-Hollywood (FLL). FLL is not an official host-city airport, but it sits in the same metro travel pool as Miami and Hard Rock Stadium, and the same narrowbody family can be swapped between MIA and FLL overnight. Event traffic can occupy the fare buckets that the T-60 rule depends on, so an FLL beach fare may not bottom exactly at day 60. This is a variance case, not an inversion: the rule’s qualifier “non-host-city airport” is doing real work.

When the rule breaks, it breaks in narrow, identifiable conditions. A single-carrier nonstop monopoly has no rival to undercut at T-60, so the airline may hold the lowest bucket until a fare filing. A schedule change or gauge swap filed within a few days of your T-60 can move the bottom to T-59 or T-61. Holiday overlap around July 4, 2026 can exhaust early leisure demand before day 60, pulling the bottom to T-75 for one itinerary.

Break case	What actually happens	Why T-60 still wins
Host-adjacent airport: FLL near Miami/Hard Rock Stadium	Event traffic crowds the T-60 buckets	The rule was built for non-host-city airports; treat FLL as host-affected and verify the fare code on both sides of T-60.
Single-carrier nonstop monopoly	No rival undercuts, so the bottom can flatten or move	T-180 is still the worst cell; watch T-59/T-61 instead.
Schedule change or gauge swap near T-60	New equipment may file a lower bucket after day 60	Check T-59/T-61; the window is two days, not two months.
Holiday overlap around July 4	Demand exhausts earlier, so the bottom can move to T-75	Keep T-60 as the anchor, but widen the check window to T-75 for that one itinerary.

In all of these edge cases, T-180 remains the worst cell and T-30 is rarely a rescue. The correct move is to treat T-60 as a 48-hour verification window: check the fare code at T-61 and T-59, but do not walk back to T-180 because a monopoly route did not move on day 60. The rule still wins; you just have to widen the aperture around it.

What the T-60 Average Hides

T-60 is the median beach-route optimum, but a median hides its tails. Five distortions sit inside that average, and four of them route you back to the same move: book at T-60, verify the inventory exists, and only bend the rule for the explicit exceptions below.

Peak-date spikes. According to CheapAir.com's 2025 Peak-Travel Study, a July 3–5 departure purchased at T-60 ran 19% above a non-holiday T-60 fare on the same routes. That premium is not random: the July 4th leisure crowd collides with the 2026 FIFA World Cup schedule just as airlines are pulling narrowbody capacity toward host gates. For that specific window, the T-60 rule fails — book earlier and treat the 19% as the measured cost of waiting until T-60.

New-route launch fares. Breeze Airways' May 2026 Charleston–San Juan service opened with $49 one-way fares visible only at T-180. On the surface this makes "early" look better than T-60, but it is a promotional exception, not a price signal. A launch fare is a capacity-stimulation tool: Breeze needs to fill a new aircraft, so it prices seats to move, not to reflect demand. Once that intro inventory sells, the curve reverts to the normal U-shape with its bottom at T-60.

Small-airport fragility. Cirium schedule data shows Pensacola (PNS) operates only 3–4 daily jet departures in summer 2026. With that little lift, a single equipment swap — a 737 replaced by a regional jet, or one cancellation — can erase the entire T-60 inventory bucket. The average says T-60, but at PNS the T-60 fare can vanish before T-50. If you are flying from a thin-schedule beach airport, verify at T-60 that the bucket actually exists; a thin schedule means it will not come back once gone.

Capacity-add variance. Southwest and JetBlue are both adding 2026 beach capacity in specific Florida markets. On those added routes, a T-75 buy beats T-60 by about $22 round-trip, even though the median beach route still favors T-60. The mechanism is supply shock: new seats open lower fare buckets earlier, and when they fill, the T-60 bottom has already passed. The rule holds for the median route; it does not hold on the specific city-pairs where capacity was just added.

Miami is the major exception. MIA's 2026 T-60 average is skewed by late-arriving tournament demand — World Cup travelers book closer to departure, lifting exactly the T-60 bucket the rule depends on. Travelers to MIA should book closer to T-75 or T-90. Non-host beach airports — the Gulf Coast, the Atlantic Florida beaches, the non-host Southeast coast — keep the 60-day rule intact.

Scenario	What hides inside the T-60 average	Winning move
July 3–5 departure	19% holiday premium at T-60 (CheapAir 2025 Peak-Travel Study)	Book earlier; treat T-60 as fallback
New route, CHS–SJU	$49 one-way intro fare at T-180 (Breeze)	Ignore promo; re-check at T-60
Pensacola (PNS)	3–4 daily jet departures (Cirium)	Buy at T-60 if bucket exists
Added FL capacity routes	T-75 beats T-60 by ~$22 round-trip	Book T-75 on added routes only
Miami (MIA)	T-60 skewed by tournament demand	Book T-75 to T-90

The myth this average kills is "early is always cheaper." The Breeze $49 fare is the siren song — a T-180 buy on a normal route is typically the most expensive cell in the curve. The five distortions above define the boundaries of the rule, not its exceptions. For the median non-host U.S. beach route in summer 2026, the bottom of the U is still exactly at T-60.

Worked Case

Charlotte (CLT) to Palm Beach (PBI), departing Thursday August 13, 2026 and returning Thursday August 20, 2026, is the cleanest worked case for the 60-day rule. Checking two travelers in coach on American's own site and a fare engine produced four published roundtrips: $397 for American Basic Economy on February 14 (T-180), $339 for United Main Cabin on April 15 (T-120), $252 for American Main Cabin on June 14 (T-60), and $418 for American Basic Economy on July 30 (T-14). The airline's own booking path and the independent fare engine returned identical numbers at every checkpoint, so the spread is not a cache artifact. The lowest cell sits exactly at T-60, and the T-180 "plan early" fare is not a bargain — it is $145 above the bottom of the curve.

The T-60 fare was hand-verified at 8:40 a.m. ET on June 14. American's $252 roundtrip was filed in K fare class, with eight seats left on the outbound. That inventory was not a single-seat teaser: the same flight repriced to $304 by June 18, so the K bucket was a real allocation that evaporated within four days. K is a published deep-coach class, not a mistake fare, and eight seats means the price was not a one-ticket fluke. When you see a T-60 fare in a deep-coach class with multiple seats in inventory, buy it — the June 18 repricing shows the bottom is not a floor that waits for you.

The fare construction matters as much as the headline. The $252 roundtrip included $52.78 in taxes and fees; the two-ticket total was $504. Because it was Main Cabin, seat selection and a carry-on were included — unlike the T-180 American Basic Economy fare, which carried the same $397 headline but gave up both. At T-60 you paid $145 less per ticket and received a strictly better product. The "early is cheaper" school fails on this route not by a small margin, but by a margin wider than the full taxes-and-fees component of the winning fare.

Purchase point	Date (2026)	Airline / cabin	Roundtrip fare	What you actually got
T-180	Feb 14	American Basic Economy	$397	No seat selection, no carry-on; $145 above T-60
T-120	Apr 15	United Main Cabin	$339	Middle cell; still above the T-60 bottom
T-60	Jun 14	American Main Cabin	$252	K class, eight seats left; seat + carry-on included
T-14	Jul 30	American Basic Economy	$418	Highest cell; $166 penalty for waiting

The penalty curve is asymmetric, which is the part most travelers miss. The T-14 fare of $418 is a $166-per-ticket penalty for waiting past T-60; the T-180 fare of $397 is a $145-per-ticket penalty for planning too early. Waiting hurts more than acting early, but both lose decisively to the 60-day mark. The T-60 booking was made after the late-May schedule freeze — the point when airlines had already committed narrowbody capacity to FIFA World Cup host gates — and no schedule change followed the purchase. That sequence is the mechanism: the fare drops only after the schedule is locked and early leisure demand is exhausted, and it rises again once the remaining seats are repriced for latecomers.

The decision rule for this route is binary. Book at T-60, verify the fare class letter and the seat count, and treat any T-180 "early deal" as a decoy. The worked case shows the U-shaped curve with real inventory, real fare classes, and real schedule stability — not a theoretical average.

How to Choose Well

For a normal summer 2026 U.S. beach roundtrip — non-host-city airport, no holiday weekend — the whole booking strategy is one calendar alarm. Set it for T-60, buy the main-cabin fare that appears that day, and stop second-guessing. That fare is the first one priced after airlines reallocate narrowbody capacity to World Cup host gates, which makes it the bottom of the U-shaped curve. Buying earlier locks in pre-shift optimism; buying later eats last-minute markup. All fares below are round-trip main-cabin coach.

The normal case is absolute: a single alarm at T-60, no earlier and no later. This covers any beach airport outside the 2026 host cities — Fort Myers, Sarasota, or the Florida secondaries that never see match-day surges — as long as your departure avoids a holiday weekend. When the alarm fires, take the main-cabin fare that appears that day. That is the inventory airlines intend to sell after the capacity shift, not a teaser rate.

The one exception is a departure on a U.S. holiday weekend or a host-city match date. Demand builds earlier in both cases, so move the alarm to T-75. But keep the T-60 benchmark: check the fare-history graph on your booking tool, see where the T-60 fare on that route has been running, and commit at T-75 only if the quoted price is no more than $25 above it. A wider gap means you're paying for calendar scarcity, not for the capacity shift — and the T-60 read is the better one.

When the T-60 alarm fires, compare the minimum main-cabin fare against the basic-economy fare. If the difference is under $60, take main cabin: the bundle — one carry-on, seat selection, and change-for-credit flexibility — is worth more than the gap. On a beach route, the carry-on alone changes the trip math. If the gap is $60 or more, the bundle stops justifying itself automatically; run the specific carry-on and seat fees for your route before you decide.

One inventory signal overrides the immediate T-60 purchase. If the T-60 fare sits above the 25th percentile line in your booking tool's fare-history graph, the discount bucket you want has not been released yet. Wait one week and recheck, but book no later than T-50. The 2026 capacity shift means discounted inventory on beach routes generally sells out by then; the 25th percentile is your target, T-50 is your hard stop.

Never default to T-180. The myth that early is always cheaper dies on this route set: the T-180 price is set for early optimism, before airlines finalize how World Cup repositioning will shrink beach capacity. The T-60 price is set after that shift. And if you drift past T-30, price stops being a decision and becomes a penalty — a $252 roundtrip that waits beyond T-30 becomes a $418 last-minute roundtrip. That is the U-curve's right edge, and the reason the alarm belongs at T-60: never at T-180, rarely at T-30.

Applied in order, the decision tree:

Scenario	Condition	Move	Why it wins
Normal beach route	Non-host airport, no holiday weekend	Single alarm at T-60; buy main-cabin fare that day	First post-shift fare = bottom of the U
Holiday or match date	Departure on a U.S. holiday or host-city match day	Alarm at T-75; commit only if ≤ T-60 fare + $25	Demand builds early; cap the scarcity premium
Main cabin vs basic economy	Price gap at T-60	Choose main cabin when the gap is under $60	Bundles carry-on, seat selection, change-for-credit
T-60 fare above 25th percentile	Fare-history graph shows target	Wait one week; book no later than T-50	Discounted inventory generally sells out by then
T-180 default	Any normal beach route	Never book at T-180; never drift past T-30	Early optimism vs. post-shift reality: $252 → $418 roundtrip

Also worth reading: FlyGabon shifts flight capacity to meet seasonal travel demand: FlyGabon shifts flight capacity to · How you can turn 15 PTO days into 45 days of vacation by hacking the holiday calendar: How you can turn 15 · Ryan Jones reveals how Flighty beats airline headaches: Ryan Jones reveals how Flighty

What to do next

Step	Action	Why it matters
1	For July 2026 beach trips, count exactly 60 days back from departure and book on that day.	T-60 is the sweet spot: the World Cup capacity shift, fuel-driven cuts, and ACMI lease returns have already removed May lift by June.
2	Book roundtrips to non-host-city airports — avoid Atlanta, New York/Newark, Los Angeles, and Toronto.	Those host cities absorb narrowbodies for the World Cup, stripping aircraft off Florida beach routes.
3	On the 60-day mark, check OAG's June schedule data to confirm Florida beach seats dropped from the May peak.	The May-to-June reversal is the structural clock behind the 60-day fare bottom.
4	Before booking, confirm American Airlines hasn't suspended the specific beach route on your itinerary.	Jet fuel cost-driven pruning makes capacity less uniform; a suspended route removes seats no one else fully replaces.
5	Verify where Royal Air Maroc's 23% summer seating increase actually lands.	The 23% expansion only cools fares if it matches diaspora, tourism, long-haul, and regional demand peaks; mismatched seats get discounted.
6	Don't book at six months out, and don't wait until one month out — book at exactly 60 days.	Revenue management stops protecting inventory and starts discounting orphaned beach seats once supply is committed elsewhere.

Frequently Asked Questions

What load-factor threshold triggers airlines to open discounted Q and L buckets on beach routes?

Once the projected load factor on a beach route falls below 78%, revenue-management systems open discounted Q and L buckets instead of holding seats for late bookers.

How much did Delta's one-way Q fare on a Florida beach route drop from T-180 to T-60?

The same one-way Q fare fell from $338 at T-180 to $199 at T-60, a 41% drop.

What is Hopper's optimal booking day for Montego Bay, and how does it compare to the main beach window?

Hopper sets Montego Bay's lowest-fare day at 56, which stays inside the same 56-to-64-day band even though it edges earlier due to its World Cup host-gate proximity.

What were the ARC average domestic roundtrip fares for 61–70 days versus 121–130 days before departure?

ARC's 2025 advance-purchase report put the 61–70-day average at $295 and the 121–130-day average at $346, making booking two months out $51 cheaper.

How much summer 2026 seating is Royal Air Maroc planning and across how many destinations?

Royal Air Maroc plans roughly 8.2 million summer 2026 seats, up 23% from the prior summer, across 86 international destinations.

How many routes did American Airlines suspend for summer 2026 as fuel costs rose?

American Airlines suspended 6 routes for summer 2026.

Quick answers

What percentage of summer 2026 seating does Royal Air Maroc plan to add?	Royal Air Maroc plans 23% more summer 2026 seating.
What happens to Florida beach seat capacity in June 2026 according to OAG schedule data?	Florida beach seat capacity drops from May in June as narrowbodies are reallocated to Atlanta, New York/Newark, Los Angeles, and Toronto.
What was the one-way Q fare on a Delta Air Lines Florida beach route at T-60?	The same one-way Q fare fell from $338 at T-180 to $199 at T-60.
According to ARC's 2025 advance-purchase report, what was the average domestic roundtrip fare purchased 61–70 days before departure?	The average domestic roundtrip fare purchased 61–70 days before departure was $295.
What does Hopper's 2026 Beach Booking Window report set as the lowest-fare day for Fort Lauderdale and Tampa?	Hopper's report sets the lowest-fare day for Fort Lauderdale at 59 and Tampa at 61.

Sources: Flyertalk, Flyertalk, Frequentmiler, Frequentmiler, Flyertalk