The Next Big Hawaii Air Shakeup Is Already Taking Shape

Not long ago, nearly all mainland flights to Hawaii followed a familiar script. Departures came mostly from Southern and Northern California, Phoenix, Las Vegas, or the Pacific Northwest. Planes historically landed in Honolulu or sometimes Kahului. And that was that. But as competition intensified and aircraft capabilities expanded years ago, airlines quietly shifted strategies and opened up new pathways to the islands, including New York City. That’s about to happen once again, and how and where may surprise you.

United already made it happen.

Long ago, United Airlines blazed a new trail to the islands from Denver—but next, it’s Hawaiian Airlines/Alaska Airlines that may have the most strategic Denver-to-Hawaii route opportunity of all, as we explored in this detailed analysis.

United remains a dominant mainland carrier when it comes to Hawaii access, and Denver already plays a crucial role in that network. In fact, United flies nonstop from DEN to every major Hawaii airport: Honolulu, Kahului, Kona, and Lihue, including using wide-body planes. Why does this matter now? Because that airline’s blueprint appears poised to get copied.

This airline may be eyeing the same move.

There’s been persistent speculation around Southwest Airlines’ next steps in Hawaii, especially as they await delivery of the long-delayed Boeing 737 MAX 7. While Southwest hasn’t confirmed anything publicly, this new aircraft could allow the airline to experiment with routes it hasn’t been able to make work before, particularly thinner, long-haul nonstop flights from Denver to Honolulu and the neighbor islands.

Unlike the larger MAX 8s, the MAX 7’s smaller size and extended range might finally let Southwest and others reach airports like Lihue and Kona from cities further afield and with less demand. That has been an airline blind spot in the past, and this could be the pivot that helps them compete on secondary Hawaii routes without needing fill a 175-seat plane.

If that shift happens, it wouldn’t just be a new route. It would mark a fundamental change in how Southwest approaches Hawaii altogether. And Southwest may not be alone. Look for Southwest to take its first deliveries of these planes between 2026 and 2027, assuming no further certification delays.

Hawaiian’s path forward might also pass through Colorado.

Hawaiian Airlines is another wildcard in the Denver equation, as we wrote about. Since its acquisition by Alaska Airlines, the two have focused heavily on funneling Hawaii traffic through traditional, Seattle, Portland, and California, the regular routes to Hawaii.

But Denver is quietly becoming an important spoke in the system, especially if Alaska decides to test broader reach from its lower-48 network.

We’ve already seen Alaska tweak its Hawaii routes and fleet plans post-merger, including moving Hawaiian’s Dreamliners to non-Hawaii destinations like Europe and Asia and the elimination of some Hawaii routes where both carriers previously competed, where the overlap had previously helped drive fares lower.

Could a redeployment of narrow-body capacity to Denver be in the mix next? It’s speculative for now, but Alaska may not want to leave an opening for United and Southwest to grab further control of that upscale market uncontested.

Aircraft type is reshaping the Hawaii map.

The reason this conversation even exists today is the new aircraft range. A decade ago, it would have been laughable to suggest flying a 737 or A321 from Denver to Lihue nonstop. However, today’s latest Boeing MAX and Airbus A321xlr aircraft have changed the math. They fly farther, while burning less fuel, and make marginal routes more viable.

That’s what makes Denver particularly interesting. At 3,350 miles from Honolulu, it pushes narrow-body aircraft right to their limits. But for next-generation versions like the MAX 7 or A321XLR, it’s now easily doable. The reward? A less saturated market than LAX or SFO, with an affluent traveler base with proven Hawaii interest, and strong potential for premium leisure traffic.

Hawaii could be in for another access reshuffle.

We’ve already seen major route shakeups recently. Southwest cut up to 30% of its Hawaii flights amid rising costs and weaker demand for island flying. But they have strategically refrained from withdrawing any further from Hawaii. Alaska redeployed Hawaiian’s Dreamliners for international growth from the mainland. And United quietly backed away from wide-body flights on some Hawaii routes, swapping in narrow-body aircraft with tighter configurations.

If Denver becomes a new focal point, that opens the door to a different kind of access, not just more flights, but smarter ones. Think routes that mostly bypass Honolulu and serve the neighbor islands directly.

It’s a subtle shift, but one that reflects a bigger question: what does the next generation of Hawaii air travel look like?

Visitors may benefit—if the timing is right.

More route diversity usually means better fares and more competition. But that depends on how airlines price these new options. United’s DEN–LIH service, among other Denver routes, is often among the most expensive economy fares to Hawaii by any measure.

BOH editors stopped using those United flights for just that reason. Southwest could potentially undercut that. And Hawaiian/Alaska? If they enter the market, it might hinge on how they eventually unify pricing and service under the integrated brand.

From a visitor’s perspective, the promise of more nonstop flights from inland cities to secondary Hawaiian airports is huge. Less time in transit. More connections across the U.S. Fewer layovers in Honolulu. That’s especially valuable for families or older travelers who want to skip the interisland shuffle.

And then there’s the wild card: what if it doesn’t work?

For every bold new Hawaii route, there’s a quiet cancellation. Remember when Southwest launched Long Beach to Maui? Or when any number of airlines quietly cancelled flights and reduced competition. Airlines also test routes all the time, and Denver is, of course, no sure thing. High elevation, long flight times, and unpredictable weather all add to the equation.

But the interest is clearly there. People are talking about it. Airlines are listening. The hardware is finally close to being ready. That’s usually how route evolution starts in Hawaii: test flights, some months on the schedule, and then a broader network strategy if it works.

The bigger takeaway? The center of gravity is shifting.

For decades, California has dominated Hawaii travel. But the mainland access points are now decentralizing. Denver, Dallas, and even Chicago, these cities are gaining a bigger role in connecting the U.S. to the islands. The mix of aircraft, airline strategies, and traveler demand is tilting the map forward in new ways.

This may not be the year that Denver becomes the next big Hawaii hub. But the groundwork is being laid. And for travelers looking beyond the traditional west coast routes, that’s good news.