City of Hot Springs Memorial Field Airport Master Plan Update 2022
Table of Contents Executive Summary and Introduction ................................................. 3 Inventory............................................................................................. 9 Activity Forecasts...............................................................................44 Facility Requirements ........................................................................82 Airport Alternative Analysis.............................................................. 134 Implementation ................................................................................ 145 Preferred Alternative – Environmental Overview............................. 158
Introduction July 2022 Page 3 of 159 CHAPTER 1: EXECUTIVE SUMMARY AND INTRODUCTION EXECUTIVE SUMMARY Memorial Field in Hot Springs, Arkansas supports a robust and diverse range of aeronautical activities, including both general aviation and small air carrier operations. The airport has two runways that support more than 38,000 flight operations per year. This master plan provides recommendations for sustaining this activity while also charting a path for growth at the airport. As a result, a keen consideration of this plan is ensuring compliance with C-II runway design standards for Runway 5-23 to support both existing and anticipated future growth of aircraft operations in this category. This includes exceeding design standards by maintaining the existing runway width for Runway 5-23 at 150 feet. INTRODUCTION AND PURPOSE Airport Master Plans are the tools to evaluate the airport’s physical facilities, management principals, planned development, and financial foundation and future. Because the aviation industry is not static, periodic updates are needed to refresh this information and lay out future plans and expectations. Memorial Field (HOT) has had some significant changes since the previous master plan was completed. Many of the projects and objectives from the previous master plan are not relevant with the GA/business direction of HOT. This master plan will be focused on forecasting the aviation need at HOT, identifying the projects necessary to meet demand, and examining the financial and management documents to achieve the short- and long-term goals at HOT. Additionally, the master plan will provide tools for HOT’s staff in their day-to-day airfield management and provide guidance for meeting future needs. The master plan will assist HOT to identify relevant projects to improve and maintain the airport by laying out a course of projects designed to maintain and improve HOT well into the future. PUBLIC INVOLVEMENT AND PROJECT COMMITTEES An important element to a major planning process is the public involvement. For the HOT Master Plan public involvement will be accomplished by engaging an Airport Planning Advisory Committee (APAC). A full listing of APAC members is included in Appendix A. The City and HOT staff were engaged to invite individuals to be a part of the APAC. It is comprised of representatives of area business, tenants of the airport, and the consultant team. The APAC role is oversight and overall guidance for the master plan process and to provide technical and community input and guidance for the project, and act in the role to communicate the project to
Introduction July 2022 Page 4 of 159 the greater Hot Springs region. Furthermore, the APAC will review draft reports and documents prior to submission to the FAA or being made available to the general public. In addition to the APAC meetings, public meetings intended for the HOT tenants and general public of the City of Hot Springs and surrounding communities will be held. The purpose of these meetings is as much to inform and educate the community as to achieve their input and buy-in on the overall direction for HOT. These meetings will be held at three times during the planning process. The first will be during the early project stages to inform and open the process; the second will follow the APAC and airport management selection of the preferred development concepts for various locations on the airfield and within the terminal area. The final public meeting will follow the final draft approval and be structured to achieve input and consensus from the HOT tenants and citizens of the City of Hot Springs before moving the final report to the City Council for approval. STRENGTHS, WEAKNESSES, OPPORTUNITIES, AND THREATS ANALYSIS During the project kickoff meeting a strength, weakness, opportunity, and threat (SWOT) analysis 4was conducted with the APAC. Over a period of 45 to 60 minutes, the APAC was asked a series of questions designed to prompt a discussion of each area of the SWOT analysis which elicited varying degrees of interest, responses, and discussion from each committee. Figure 1-1 communicates the ideas generated by the APAC through the SWOT analysis.
Introduction July 2022 Page 5 of 159 FIGURE 1-1 PAC SWOT RESULTS • Long Runway length. Availability of extended length. 6,595’ currently • Good approaches • Central location of the airport in Arkansas and in the US • Airport location in a resort town. • It’s a good spot for quick turn traffic stops in trips to/from places like Colorado and Florida. • The airport has previously moved the localizer to accommodate 7,000’ of runway length. • 3 million people a year visit Hot Springs. • Camp Ozark generates 250 operations on certain Saturdays during their season and planes like Challengers, Lears, and Citations visit. • Hot Springs is economically sound. • Hot Springs owns the FBO and fuel sales go to development of the airport. • Hot springs has good third party partners in the FAa and ADA • The location of the bypass and highway 70 protect the airport on those sides. • 840 acres is a small size for an Arkansas airport and for the size city that Hot Springs is. • There is no adjacent property available for expansion • The airport is landlocked by the interstate bypass and the highway • The terrain to the North prohibits development • To the east, development is limited by the baseball field, terrain, and the VOR • A large hangar was built for a specialized use and is hard to repurposed and market. • The airport is a GA alternative to LIT. Many Benton residents are using Hot Springs now. • Hot Springs has a new city manager who is pro airport. • The HS chamber of commerce president understands the value of the airport. • The Visit Hot Springs leader Steve Arrison is pro airport. • Hot Springs is looking to develop a softball/ baseball complex that will be an additional tourism draw for the city. • The community is behind the airport • The most commercial development currently in Hot Springs is retail. • The metro partnership at the chamber is very helpful – Megan • Encroachment from the East • Newer efficient aircraft don’t have to stop for fuel as much, therefor HS has lost some stops • HS doesn’t want fighter planes located at the airport • The airport is not interested in MRO, it hasn’t proved steady economically, and the city is fatigued with that. They don’t want massive fluctuations in employment • Federal Regulations • Security • Economics. If there’s a recession, GA takes a hit. • LIT growth Strengths Weaknesses Opportunities Threats
Introduction July 2022 Page 6 of 159 AIRPORT LOCATION AND HISTORY Memorial Field (HOT) is located southwest of Hot Springs (Garland County), three miles from the city center. The airport is a mixed-use airport, with the majority of usage coming from general aviation. Its total economic impact to the Hot Springs area in 2015 included 703 jobs and over $52 million to the local economy. The main access route to/from HOT is via U.S. Highway 70/270 also known locally as Dr. Martin Luther King Jr Expressway. It is the principal connector between Hot Springs and Interstate Highway 30 to the south which leads to Little Rock to the northeast and Texarkana to the southwest. HOT operates a two-runway system with interconnecting taxiways that provide access from the aircraft parking apron and hangars. Runway 5-23, the primary runway, is 6,595 feet, and Runway 13-32, the crosswind, is 4,098 feet. The airport encompasses 844 acres. There are more than 130 aircraft based at the airport, and the airport experiences over 38,000 annual flight operations. HOT came into existence as a result of the construction of the Army and Navy Hospital in Hot Springs in the 1930s. The airfield at the time only had grass/turf landing strips. These were upgraded with concrete to accommodate the new military hospital. In 1946, a new airport, McLaughlin Field, was built (named after Mayor Leo P. McLaughlin). The following year, the airport was renamed the Hot Springs Memorial Field and saw commercial flights to Little Rock (Pulaski County). In 1948, ChicagoSouthernAirways introduced service to Chicago, Illinois. From the 1950s through the late 1970s, the Hot Springs Memorial Airport grew to serve around 30,000 passengers a year. In the late 1950s Trans-Texas Airways began operating Douglas DC-3s out of the Memorial Field. The route was from Memphis, Tennessee, through several Arkansas communities down to Dallas– Fort Worth, Texas. In 1968, Trans-Texas Airways began flying Douglas DC-9/10 passenger jets which changed the dynamics of their routes between Dallas and Memphis. They eliminated the stops at smaller airports while maintaining an intermediate stop in Little Rock. In 1970, TransTexas Airways became Texas International Airlines and the Dallas–Little Rock– Memphis route was changed to a non-stop pulling out of Little Rock. Frontier Airlines flew from HOT to Fayetteville (Washington County), Fort Smith (Sebastian County), Little Rock, and Memphis. In 1969, Delta Air Lines entered service at HOT with flights to Little Rock and Shreveport, Louisiana. By the 1990s, most of these mainline air carriers had discontinued operations at HOT, and commuter airlines took their place. The most popular destination for these airlines was Dallas–Fort Worth. Until late 2016, SeaPort Airlines provided daily flights on eight passenger Cessna 208 Caravan turboprop aircraft to Memphis and El Dorado (Union County). These flights were partially subsidized through the federal Essential Air Service (EAS), which provides federal funds to help small and remote cities gain commercial airline service. In September 2016, SeaPort Airlines entered bankruptcy and liquidation proceedings. The U.S. Department of Transportation sent out requests for proposals from airlines interested in the EAS program at HOT and the other EAS
Introduction July 2022 Page 7 of 159 airports previously served by SeaPort in Arkansas. The result of this process led to new scheduled passenger service by Southern Airways flying similar Cessna Caravans with three daily departures six days per week to the Dallas Fort Worth International Airport. HOT is classified as a National/Regional general aviation (GA) airport within the Federal Aviation Administration’s (FAA) National Plan of Integrated Airport Systems (NPIAS) and the Arkansas State Airport System Plan (ASASP). The airport experiences more than 38,000 annual operations and is home to more than 80 based aircraft of various sizes and complexities. HOT serves the commercial passenger, GA, and business community of the Hot Springs Metropolitan Statistical Area (MSA) and the surrounding area. FIGURE 1-2 HOTSPRINGS MSA
Introduction July 2022 Page 8 of 159 FIGURE 1-3 AIRPORT LOCATION/VICINITY MEMORIAL FIELD
Inventory July 2022 Page 9 of 159 CHAPTER 2: INVENTORY FACILITIES INVENTORY As the initial step in the airport planning program, the inventory is a systematic data collection process that provides an understanding of past and present aviation factors associated with Memorial Field (HOT). A comprehensive inventory, including the following major inventory tasks, is used to form the basis for airport recommendations throughout the Airport Master Plan. An on-site inspection (November 19, 2016) and inventory of airport facilities, equipment, and services to assess existing physical conditions. Discussions with Airport and City officials, Fixed Base Operators (FBO), and airport tenants regarding recent airport trends, operations, and services. The collection of airport activity data, project records, and aeronautical background information; a review of historical airport information, previous airport layout plans, maps, charts, and photographs of airport facilities; and a records search and review of local airport-related ordinances, policies, operating standards, and lease agreements. The collection of regional, county, city and airport development information to understand regional economic conditions and to determine the surrounding airport service area characteristics. Review of current and planned on and off-airport land use development and property information, including surrounding land use patterns, existing and proposed transportation developments, infrastructure, and utilities. The collection of regional climatic information, including predominant winds, cloud and visibility conditions, and precipitation levels. AIRPORT DEVELOPMENT HISTORY Table 2-1, Historical Airport Projects with Funding Assistance, shows the airport’s development history that involved funding assistance from federal or state sources as available from the Federal Aviation Administration (FAA) and Arkansas, Department of Aeronautics (ADA). According to records, since 2005, the airport has received over $9,005,000 from the FAA and $3,631,000 from the ADA for various improvements and maintenance since 1988. A local sponsor’s grant match share is currently 5 percent for FAA grants which is always subject to change with legislation. The ADA provides all of the local sponsor’s match for FAA grants. Based on this, the total investment in airport improvements and maintenance with funding assistance at HOT since 1988 is nearly $21.6 million.
Inventory July 2022 Page 10 of 159 TABLE 2-1 HISTORICAL AIRPORT PROJECTS WITH FUNDING ASSISTANCE MEMORIAL FIELD YEAR LOCAL TOTAL STATE TOTAL FEDERAL TOTAL FUNDING TOTAL PROJECT DESCRIPTION 1988 $30,000 $30,000 Ramp Rehab 1989 $13,250 $13,250 $26,500 Runway Re-mark 1989 $31,250 $593,750 $625,000 Airfield Signage Rehab 1992 $9,184 $9,184 Unknown 1992 $145,600 $145,600 $291,200 Ramp and Taxiway Rehab 1993 $46,725 $887,775 $934,500 Runway 5/23 Rehab (Overlay) 1993 $2,775 $52,725 $55,500 Master Plan Update 1993 $100,000 $100,000 $200,000 Hangar Construction 1993 $34,875 $34,875 $69,750 Land Acquisition 1996 $1,679 $1,679 $3,358 Paint 1997 $9,228 $9,228 $18,456 R/C Lighting Repair 2000 $30,969 $588,411 $619,380 Taxiway Rehab 2000 $84,424 $1,604,062 $1,688,486 RSA Improvements, MALSR Installation, Taxiway Lighting Rehab 2000 $225,000 $75,000 $300,000 Apron Expansion 2001 $2,221 $42,194 $44,415 Airport Master Plan 2001 $50,000 $50,000 $100,000 Terminal Building Rehabilitation 2001 $50,000 $50,000 $100,000 GA Hangar Construction 2001 $100,000 $100,000 $200,000 Maintenance Hangar Construction 2001 $17,247 $327,683 $344,930 Ramp Rehabilitation 2002 $25,063 $25,063 $50,126 Terminal Building Site Prep, Ramp Expansion 2002 $24,230 $24,230 $48,460 Air Service & Marketing Study 2002 $225,000 $75,000 $300,000 Ramp Rehab and Construction for New Hangar 2002 $19,210 $19,209 $38,419 Drainage Improvements & Vehicle Parking for New Hangar 2002 $31,107 $591,027 $622,134 Taxiway Lighting System Rehab 2003 $20,915 $397,382 $418,297 Security Fence Installation w/ Clearing of Approximately 46 Acres 2003 $42,516 $42,515 $85,031 Hangar Roof Repair (6 Units) 2003 $6,294 $6,293 $12,587 Runway 5-23 Lighting Repair 2003 $3,360 $3,360 $6,720 Re-mark Runway 13-31 2003 $3,000 $3,000 $6,000 Federal SCASDPP 2004 $297,429 $297,428 $594,857 Parking Apron Construction
Inventory July 2022 Page 11 of 159 2004 $7,923 $142,615 $150,538 Taxiway A Extension, Taxiway K & L Construction, Localizer Relocation – Design Phase 2004 $26,864 $26,864 $53,728 Terminal Building Roof Rehab 2005 $9,488 $9,487 $18,975 ILS/Localizer Shelter Building Construction 2005 $225,000 $75,000 $300,000 Perimeter Road Rehab 2005 $22,464 $22,463 $44,927 Terminal Parking Lot Pavement Rehab 2005 $12,903 $12,902 $25,805 New Airport Entrance Sign 2006 $17,903 $17,902 $35,805 Terminal Building HVAC Rehab 2006 $62,001 $62,001 $124,002 Site Work for 6-Bay T-Hangar 2006 $62,430 $249,724 $312,154 6-Bay T-Hangar Construction 2006 $28,416 $113,663 $142,079 Access Taxilane/Ramp & Fence for 6 Bay T-Hangar 2007 $78,410 $1,489,786 $1,568,196 RSA Improvements, Extend Taxiway D, Connector Taxiway Construction, Taxiway Lighting 2007 $89,698 $89,698 Terminal Building Rehab, Airfield Safety Improvements, Storage Building 2008 $82,209 $1,561,965 $1,644,174 Runway 5-23 Rehab 2009 $40,608 $771,558 $812,166 Runway 13-31 Rehab Phase I (Design), Obstruction Survey, ARFF Vehicle Procurement 2009 $6,240 $56,170 $62,410 Taxiways E & H Rehab 2010 $34,763 $660,497 $695,260 Runway 13-31 Phase II Rehab 2010 $47,656 $428,900 $476,556 Airport Pavement Construction and Rehab 2010 $11,000 $99,000 $110,000 ARFF Building Expansion 2010 $36,980 $147,918 $184,898 Install Self-Serve Fueling System, Fencing, Gate, and Taxiway Signage 2011 $49,254 $935,826 $985,080 Runway 13-31 Rehab Phase III, Remark Runway 5-23 2011 $67,348 $1,279,612 $1,346,960 Runway 13-31 Rehab Phase IV, Expand and Rehabilitate Terminal Taxiways and Ramp – Phase I 2012 $108,000 $432,000 $540,000 Clear Span Hangar Construction 2012 $3,647 $69,293 $72,940 Wildlife Hazard Assessment 2012 $16,622 $149,597 $166,219 Miscellaneous Infrastructure Improvements 2012 $75,987 $1,443,753 $1,519,740 Rehab and Expand Terminal Ramp, Relocate Taxiway G 2013 $5,805 $52,245 $58,050 Pavement Management Plan 2013 $11,066 $99,598 $110,664 South Ramp Hangar Development Improvements
Inventory July 2022 Page 12 of 159 2014 $13,000 $117,000 $130,000 Replace Pavement Markings & Signs, Wildlife Hazard Management Plan 2014 $30,742 $122,966 $153,708 South Ramp Expansion – Phase III 2015 $90,790 $363,160 $453,950 Construct 9 Bay T-Hangar 2015 $20,205 $181,845 $202,050 Ramp Construction for 9 Bay T-Hangar 2015 $37,487 $337,379 $374,866 Aircraft Ramp Rehab 2015 $42,099 $42,099 $84,198 Hangar Roof Repair 2015 $64,268 $578,412 642,680 Expand Terminal Ramps and Taxiways – Phase III 2015 $2,385 $45,315 $47,700 RSA Evaluation TOTAL $2,302,090 $5,048,489 $14,232,887 $21,583,466 Source: Arkansas Department of Aeronautics, fly.arkansas.gov/hot-springs.html AIRPORT ROLE The HOT role is well documented in the FAA’s National Plan of Integrated Airport System (NPIAS) and General Aviation Airports: A National Asset, and the Arkansas State Airport System Plan (ASASP). Highlights include: Designated as a Level 5 airport in the ASASP. Designated as one of 530 Non-Primary GA airports in the NPIAS. Identified by the FAA’s Asset study as a “Regional” general aviation airport. While HOT is currently designated a Non-Primary General Aviation in FAA’s Asset study, they nearly meet the criteria to be considered a Non-Primary Commercial Service airport of 2,500 enplanements per year. The former, regularly scheduled commercial service, that recently discontinued operations, emplaned approximately 2,471 passengers per year. ADA, through the ASASP, classifies HOT as a Level 5 Airport. The ASASP describes Level 5 Airports as those providing “the highest level of facility and service development. These airports should be equipped to serve all business/corporate jets and accommodate scheduled airline and cargo activity.” According to the ASASP, the minimum objectives for a Level 5 are: Minimum Runway o Length: 6,000 Feet o Width: 150 Feet o Paved/All-weather surface with strength of 75,000 pounds Dual Wheel. Minimum Taxiway o Full parallel
Inventory July 2022 Page 13 of 159 Approach Capability o ILS or LPV precision approach o On Site weather reporting capabilities Lighting o High intensity runway/taxiway lighting o Approach lighting system Planning Documents o Emergency Response Plan Services o Full service FBO and aircraft maintenance facilities o Fuel (AvGAS and Jet-A); self service facilities o Access to ground transportation service and rental cars Facilities o Hangars (80% of based aircraft) o Apron – remaining based aircraft and 25% daily transient o Auto Parking o 5,000 SF of public use space with phones, restrooms, pilot and conference space. Location o Near city primary economic center o Near Major Highway Based on the application of FAA airport design criteria, ASASP/ADA Policies and Standards, and a review of the existing facilities and current Airport Layout Drawing (ALD), HOT is a General Aviation Airport with a runway design code (RDC) of C-III-2400 as described in the tables below. This designation is consistent with the types of aircraft using the airfield and instrument approach procedures (IAP) serving HOT. Beyond the NPIAS and Asset designations, the FAA identifies design standards for airports and their operating pavements based on FAA Advisory Circular (AC) 150/5300-13A, Change 1, Airport Design. Pavement categorization is provided for runways through the runway design code (RDC) while taxiway pavements are designated separately through the taxiway design group (TDG). The RDC is defined by three variables: aircraft approach category (AAC), the airplane design group (ADG), and instrument approach procedure (IAP) visibility minimums. Previously, the Airport Reference Code (ARC) and runway design were not classified based on IAP minimum visibilities. Table 2-2 defines the AAC, Table 2-3 documents the ADG, and Table 2-4 describes the various possibilities defining visibility minimums for IAPs.
Inventory July 2022 Page 14 of 159 TABLE 2-2 AIRCRAFT APPROACH CATEGORY (AAC) AAC V /APPROACH SPEED 1 REF A Approach speed less than 91 knots B Approach speed 91 knots or more but less than 121 knots C Approach speed 121 knots or more but less than 141 knots D Approach speed 141 knots or more but less than 166 knots E Approach speed 166 knots or more Source: FAA Advisory Circular 150/5300-13A, Change 1, Airport Design 1 VREF = Landing Reference Speed or Threshold Crossing Speed TABLE 2-3 AIRPLANE DESIGN GROUP (ADG) GROUP # TAIL HEIGHT (FT [M]) WINGSPAN (FT [M]) I < 20ʹ (< 6 m) < 49ʹ (< 15 m) II 20ʹ - < 30ʹ (6 m - < 9 m) 49ʹ - < 79ʹ (15 m - < 24 m) III 30ʹ - < 45ʹ (9 m - < 13.5 m) 79ʹ - < 118ʹ (24 m - < 36 m) IV 45ʹ - < 60ʹ (13.5 m - < 18.5 m) 118ʹ - < 171ʹ (36 m - < 52 m) V 60ʹ - < 66ʹ (18.5 m - < 20 m) 171ʹ - < 214ʹ (52 m - < 65 m) VI 66ʹ - < 80ʹ (20 m - < 24.5 m) 214ʹ - < 262ʹ (65 m - < 80 m) Source: FAA Advisory Circular 150/5300-13A, Change 1, Airport Design TABLE 2-4 VISIBILITY MINIMUMS RVR (FT) * INSTRUMENT FLIGHT VISIBILITY CATEGORY (STATUTE MILE) 5000 Not lower than 1 mile 4000 Lower than 1 mile but not lower than ¾ mile 2400 Lower than 3/4 mile but not lower than 1/2 mile 1600 Lower than 1/2 mile but not lower than 1/4 mile 1200 Lower than 1/4 mile Source: FAA Advisory Circular 150/5300-13A, Change 1, Airport Design * RVR values are not exact equivalents
Inventory July 2022 Page 15 of 159 AIRFIELD FACILITIES AND CHARACTERISTICS As shown in Figure 2-1, General Airport Layout, HOT is served by two runways each served by partial parallel taxiways. Table 2-5 provides a summary of the airfield components and data. The airside facilities consist of the runway, taxiways, airfield lighting, navigational aids, weather reporting systems, and other various components. TABLE 2-5 TABLE 2-5 - AIRFIELD FACILITIES MEMORIAL FIELD RUNWAY 05-23 LENGTH (FEET) 6,595 WIDTH (FEET) 150 SURFACE MATERIAL/TREATMENT Asphalt/Grooved WEIGHT BEARING CAPACITY (POUNDS) SINGLE/DUALWHEELGEAR (SWG/DWG) DOUBLE TANDEM/DUAL DOUBLE TANDEM 75,000 / 125,000 210,000 / 400,000 MARKINGS Precision (05) / Non-Precision (23) RUNWAY LIGHTING High Intensity Runway Lights (HIRL) INSTRUMENT APPROACH AIDS Instrument Landing System (ILS), VHF Omnidirectional Range (VOR), and Global Positioning System (GPS) APPROACH/LIGHTING AIDS VERTICAL GUIDANCE SLOPE INDICATORS (RW 05) Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) (RW 23) 4-Box PAPI on left (3.00 degree glide path) RUNWAY 13-31 LENGTH (FEET) 4,098 WIDTH (FEET) 100 SURFACE MATERIAL/TREATMENT Asphalt WEIGHT BEARING CAPACITY (POUNDS) SINGLE/DUALWHEELGEAR (SWG/DWG) DOUBLE TANDEM 28,000 / 36,000 63,000 MARKINGS Basic/Visual RUNWAY LIGHTING Medium Intensity Runway Lights (MIRL) APPROACH/LIGHTING AIDS VERTICAL GUIDANCE SLOPE INDICATORS RW-13 - Runway End Identifier Lights (REIL) VISUAL AIDS Rotating Beacon – Clear Green, Sunset-Sunrise Lighted Wind Indicator, Segmented Circle INSTRUMENT APPROACH AIDS ILS (RWY5) GPS VOR WEATHER REPORTING AIDS Automated Weather Observing System (AWOS) Source: On-Site Inspection, FAA Airport Facility Directory/South Central, 2016, FAA 5010 Data, and FAA ASIS Database.
Inventory July 2022 Page 16 of 159 FIGURE 2-1 – AIRFIELD FACILITIES GENERAL AIRPORT LAYOUT MEMORIAL FIELD Source: Garver
Inventory July 2022 Page 17 of 159 RUNWAYS Runway 5-23 is 6,595 feet in length and 150 feet in width and is considered the primary runway for HOT. The runway is constructed of grooved asphalt, in good condition, and has a published gross weight bearing capacity of 75,000 pounds singlewheel, 125,000 pounds dual, and 210,000 pounds dual tandem. Runway 5-23 offers an ILS and RNAV GPS approach to Runway 5 and a visual approach to Runway 23. The runway is equipped with High Intensity Runway Lights (HIRL), precision markings, and a MALSR that supports the ILS approach on Runway 5. Runway 23 provides a PAPI-4L for approaches and non-precision markings. Runway 13-31, the crosswind runway, is 4,098 feet long, and 100 feet wide. 13-31 is constructed of asphalt and has a published gross weight bearing capacity of 28,000 pounds single, 36,000 pounds dual, and 63,000 pounds dual tandem. Runway 13-31 offers visual approaches supported by REILs on Runway 13. Runway 13-31 is equipped with Medium Intensity Runway Lights (MIRL) and Basic Markings. FIGURE 2-2 TAXIWAY DESIGN GROUPS Source: FAA AC 150/5300-13A, Change 1, Airport Design
Inventory July 2022 Page 18 of 159 TAXIWAYS/TAXILANES Airport operations are coordinated from the runway to the businesses/hangars on the airfield through the establishment of taxiways and taxilanes. Each taxiway is designated with a unique name and designed to accommodate anticipated aircraft operations. The taxiways will be evaluated based on new design criteria that include a taxiway design group (TDG). The TDG is a classification system for taxiways/taxilanes based on an airplane’s landing gear dimensions namely the outer to outer main gear width and the cockpit to main gear distance. The TDG is identified by the use of Figure 2-2, then application of the specific safety parameters outlined in AC 150/5300-13A. HOT has a parallel taxiway for Runway 5-23 designated Taxiway A. Taxiway A is 75 feet wide and connects to runway 5 at the end. Taxiways B and C are 75-foot-wide and connect the parallel taxiway to Runway 5. Taxiway D is another partial parallel taxiway to Runway 23 that is 75 feet wide and connects the terminal ramp to the end of Runway 23. Taxiways E and F are 50-footwide taxiways that connect the terminal area apron directly to the Runway between the Runway 23 end and midfield. Taxiway E narrows to 50 feet wide after crossing Runway 5-23 and runs parallel to Runway 13-31 from Runway 5-23 to the 31 end. It is separated from Runway 31 by 545 feet. Taxiway H is 50 feet wide and connects between Taxiway E and Runway 31. Taxiway G is a partial parallel that is 35 feet wide and runs from the end of Runway 13 to Taxiway A. Taxiway J is a short, 40- foot-wide taxiway that connects the terminal area ramp to Taxiway D. Taxiways K and L are short taxiways that connect hangar ramp areas east of the terminal area to Taxiway D. Taxiway M connects Runway 31 to another hangar apron area on the south end of the airfield. Taxiway N connects a hangar area at the far west end of the airfield to Taxiway A.
Inventory July 2022 Page 19 of 159 TABLE 2-6 - TAXIWAY SYSTEM - MEMORIAL FIELD TAXIWAY TYPE WIDTH TDG ACCESS FROM/TO TAXIWAY A Partial Parallel (5-23) 75’ 4 RW5 – RW13(Ramp) TAXIWAY B Connector 75’ 4 RW5 - TWA TAXIWAY C Connector 75’ 4 RW5 - TWA TAXIWAY D Partial Parallel (5-23) 75’ 4 RW23 – Hangars/Ramp TAXIWAY E Connector 75’ 4 Ramp - RW23 TAXIWAY E Partial Parallel 50’ 3 RW31 – Terminal Area TAXIWAY F Connector 50’ 3 Ramp – RW23 TAXIWAY G Partial parallel 35’ 2 RW13 – TWA TAXIWAY H Connector 50’ 3 TWE – RW31 TAXIWAY J Connector 40’ 3 TWD – Hangar Ramp TAXIWAY K Connector 75’ 4 TWD – Hangar Ramp TAXIWAY L Connector 75’ 2 TWD – Hangar Ramp TAXIWAY M Partial Parallel 65’ 3 RW31 – Hangar Ramp TAXIWAY N Connector 35’ 2 TWA – Hangar Ramp Source: Garver 2017
Inventory July 2022 Page 20 of 159 MARKING AND SIGNAGE Runway 5 has precision approach markings and Runway 23 has non-precision markings. Runway 13-31 has basic/visual runway markings. The taxiways are marked with enhanced centerline markings and runway hold short markings. Taxiway A near the end of Runway 5 is also marked with ILS hold short markings. The airfield has lighted directional signage including lighted runway hold signs, taxiway and runway identification signs, and directional signs to the apron and parking areas. AIRFIELD LIGHTING/VISUAL APPROACH AIDS Lighting is an important part of maintaining the airfield’s operational status during night and inclement weather conditions. Pilots identify an airport by locating the rotating beacon, a lighting feature designed to provide alternating white and green lights, as it rotates and can be seen for up to ten miles from the airfield. HOT’s beacon is located on top of the terminal building near midfield. Runway 5-23 is equipped with various lighting features. HIRLs are installed along each side and each end/threshold of Runway 5-23. The Runway 5 ILS approach is served by a MALSR approach lighting system. Runway 23 is served by a PAPI-4L that guides pilots to the appropriate approach angle for the runway. A segmented circle and lighted wind cone are located near midfield. Supplemental lighted wind cones serve Runways 5, 23, and 31. Runway 13-31 is equipped with MIRLs and end/threshold lights. Runway 13 is served by REILs, a lighting system designed to aid pilots in rapidly identifying a runway end location during night and inclement weather and low visibility periods. The taxiway system at HOT has standard blue lens color medium intensity taxiway lighting (MITL). AIDS TO NAVIGATION (NAVAID) NAVAIDs, located on the field or at other locations in the region, are specialized equipment that provide pilots with electronic guidance and visual references in an effort to execute instrument approaches and point-to-point navigation. The NAVAIDs available for use by pilots using HOT are a Very High Frequency Omnidirectional Range (VOR). A VOR is a system of VHF Omnidirectional Range Radio Beacon that emits signals to aid navigation instruments in aircraft to determine the location of the VOR station from the aircraft with respect to magnetic north. The HOT VOR is located on the airfield and is on frequency 110.0 Channel 37. Additionally, HOT has existing global positioning system (GPS) approach with straight-in minimums to Runway 5. Currently, there are three published straight-in or circling instrument approach procedures at HOT. Details for these approaches are in Table 2-7.
Inventory July 2022 Page 21 of 159 TABLE 2-7 INSTRUMENT APPROACH PROCEDURES MEMORIAL FIELD RUNWAY END APPROACH TYPE VISIBILITY MINIMUMS CEILING MINIMUM RUNWAY 5 ILS S-ILS: Categories A, B, C, & D – 1/2–mile S-LOC: Categories A & B – ½-mile S-LOC: Categories C & D – ¾-mile Circling: Category A – 1–mile Circling: Category B – 1-mile Circling: Category C – 1 ½-miles Circling: Category D – 2-miles 716' MSL/200' AGL 940’ MSL/400’ AGL 940’ MSL/400’ AGL 1,060' MSL/520' AGL 1,140’ MSL/600’ AGL 1,140’ MSL/600’ AGL 1,140’ MSL/600’ AGL RUNWAY 5 RNAV/GPS LNAV MDA: Categories A & B – 1/2–mile LNAV MDA: Category C – ¾-mile LNAV MDA: Category D – 1-mile Circling: Category A – 1–mile Circling: Category B – 1-mile Circling: Category C – 1 1/2-miles Circling: Category D – 2-miles 940' MSL/400' AGL 940' MSL/400' AGL 940' MSL/400' AGL 1,060’ MSL/520’ AGL 1,140’ MSL/600’ AGL 1,140’ MSL/600’ AGL 1,040' MSL/596' AGL RUNWAY 5 VOR S-5: Categories A & B – 1/2-mile S-5: Category C – 3/4-mile S-5: Category D – 1-mile Circling: Category A – 1-mile Circling: Category B – 1-mile Circling: Category C – 1 ½-miles Circling: Category D – 2-miles 940' MSL/400' AGL 940’ MSL/400’ AGL 940’ MSL/400’ AGL 1,060’ MSL/520’ AGL 1,140’ MSL/600’ AGL 1,140’ MSL/600’ AGL 1,140’ MSL/600’ AGL Source: AirNav February 2017 WEATHER REPORTING HOT has an automated surface observation system (ASOS) that records basic weather elements including cloud height and amount, visibility, current weather, pressure, temperature, wind, and precipitation for weather observation purposes for the airport. The ASOS, installed, owned, and maintained by the FAA, is an automated sensor suite that reports weather conditions over a discrete radio frequency for pilots to receive real-time weather information. The HOT ASOS information can be received by tuning to 119.925 MHZ or by calling 501-624-7633. INSTRUMENT APPROACH PROCEDURES (IAP) Currently, there are three published IAPs for HOT as listed in Table 2-7: An ILS approach to Runway 5, a GPS Approach to Runway 5 and a VOR/GPS-A Approach to the airport. IAPs permit operations during instrument meteorological conditions and further increase access, capacity, and overall safety and efficiency of the airport. The ILS/DME approach can be accessed at frequency 111.5 and the VOR can be accesses at 110.0 mc. The Memorial Field UNICOM and traffic advisory are available at frequency 123.0.
Inventory July 2022 Page 22 of 159 LANDSIDE / TERMINAL AREA FACILITIES The landside/terminal area facilities are those central to the business operations of an airfield. They support transition from the airfield to landside businesses and then into city infrastructure. Landside facilities typically include a terminal building, aircraft storage facilities of various types, aircraft parking aprons and other support facilities like fuel storage and delivery and aircraft rescue and firefighting supporting structure. GENERAL AVIATION TERMINAL HOT is equipped with a GA terminal building at the north end of the airfield. Airport customers are served by airport staff between the hours of 5 AM and 10 PM, Monday through Sunday. The GA terminal building houses FBO staff office and service counter, public restrooms, lounge/waiting area, crew rest facilities, internet access, pilot flight planning, and an airport information and weather station. COMMERCIAL OPERATORS There is one FBO at HOT, City of Hot Springs, and multiple businesses operating at HOT offering aircraft maintenance and avionics, aircraft sales and service, and air ambulance services. Aerotech International, LLC is an AOG Service (Aircraft on Ground) and Avionics shop that operates out of the clear span hangar 33 (A-18), off of Taxiway N, on the southwest corner of the airport. Life-Net is an air ambulance service, operating out of the clear span hangar 1 (A-1), west of the terminal building. Airborne is an air ambulance service operating out of the clear span hangars 2 (A-2) and 3 (A-3), west of the terminal building. V-MaxAviation is an aircraft maintenance company that operates out the clear span hangar 8 (A-5), northeast of the FBO hangar. Alpha 10 Aviation is an aircraft maintenance company that operates out of the clear span hangar 6 (A-6), northeast of the FBO hangar.
Inventory July 2022 Page 23 of 159 A large aircraft maintenance and decommissioning company, AAR, used to lease and operate out of two large hangars on the airfield, hangar 3 (A-3) and hangar 31 (A-14). Hangar 31 has three separate bays and totals over 36,000 square feet and is currently available for leasing. AIRCRAFT STORAGE/HANGAR FACILITIES HOT supports the storage of aircraft in three primary hangar types: community hangars, T-hangars, and box/conventional hangars. A box/conventional hangar is a stand-alone structure while T-hangars are individual storage units joined as one standing structure. The hangar layout is shown in Figure 2-3. As a general reference there are two (2) community hangars, nine (9) T-hangar Structures, and six (6) corporate/common/box hangars. The community hangars comprise approximately 65,300 square feet of enclosed aircraft storage. The T-hangars comprise approximately 111,700 square feet of enclosed aircraft storage. Currently there is approximately 76,900 square feet of box/conventional hangars space at HOT which are near capacity. Table 2-8 provides the breakdown of hangar storage at HOT. TABLE 2-8 AIRCRAFTSTORAGE HANGARS MEMORIAL FIELD BUILDING NUMBER HANGAR TYPE AREA (SQ. FT.) OWNERSHIP 1 Conventional Hangar 6,600 City Owned 2 Conventional Hangar 6,650 City Owned 3 Conventional Hangar 18,520 City Owned 5 Community Hangar 28,600 City Owned 6 Conventional Hangar 9,760 City Owned 7 Conventional Hangar 7,470 City Owned 8 Conventional Hangar 11,780 City Owned 9 T-Hangar (11 unit) 16,100 City Owned 10 T-Hangar (11 unit) 16,100 City Owned 11 T-Hangar (11 unit) 16,100 City Owned 12 T-Hangar (10 Unit) 13,040 City Owned 13 T-Hangar (8 Unit) 22,700 City Owned 25 T-Hangar (6 unit) 9,700 City Owned 31 Community Hangar 36,700 City Owned 32 T-Hangar (11 Units) 17,900 City Owned 33 Conventional Hangar 8,340 City Owned 34 Conventional Hangar 7,320 City Owned Source: Garver 2016
Inventory July 2022 Page 24 of 159 TAXILANES AND AIRCRAFT PARKING APRON The airport has approximately 435,000 square feet of taxilane and apron space used for parking and maneuvering of aircraft. Table 2-9 outlines where the major areas of pavement are within the HOT terminal area and each designated use or lease. TABLE 2-9 AIRCRAFT PARKING AND MANEUVERING APRON/RAMP MEMORIAL FIELD TAXILANE/APRON USE AREA (SQ. FT.) NUMBER OF TIEDOWNS OWNERSHIP/LEASE HOLDER PRIMARY GA APRON Maneuvering and Tiedowns 39,900 12 City/Multiple lease holders LONG-TERM GA APRON Maneuvering and Tiedowns 140,000 25 City/Multiple lease holders MIDFIELD GA APRON Maneuvering and Tiedowns 10,800 2 City/Multiple lease holders Source: Garver 2016
Inventory July 2022 Page 25 of 159 FUEL STORAGE FACILITY Full-service Jet-A and Avgas fueling operations at HOT are conducted by the City of Hot Springs during regular FBO business hours. A 1,000- gallon, 100 LL self-service fueling system was installed to provide piston aircraft operators with 24-hour fuel access. The self-service fueling system is operated by the City. There are two (2) Jet-A airport fuel trucks, and two (2) 100 LL airport fuel trucks. The airport’s three bulk storage tanks are located approximately 950’ due north of the end of Runway 23, in a location away from development, inside of the airport perimeter fence, and hidden from the general public. The location has good access for fuel transport trucks, clear of aircraft movement areas. Table 2-10 provides a summary of fuel sales in gallons conducted at HOT since 2009. TABLE 2-10 HOT FUEL SALES, 2009 - 2016 YEAR AVGAS (GALLONS) JET A(GALLONS) TOTAL (GALLONS) 2009 105,794 405,812 511,606 2010 113,446 494,484 607,930 2011 99,235 478,692 577,927 2012 103,318 499,883 603,201 2013 86,641 398,608 485,249 2014 95,664 367,745 463,409 2015 99,048 319,060 418,108 2016 94,680* 331,177* 425,857* Source: Memorial Field Fuel Flowage Records 2009 – 2016, *Projected based on KHOT’s numbers up to October 2016.
Inventory July 2022 Page 26 of 159 UTILITY INFORMATION Table 2-11 shows the utilities serving HOT and the respective provider. TABLE 2-11 UTILITY PROVIDERS UTILITY PROVIDER ELECTRIC SERVICE Westar WATER SERVICE Garland County Rural District 8 TELEPHONE SERVICE Open (AT&T Primary) AVIATION FUEL PROVIDER AvFuel WASTE WATER/SEWER Septic System FIRE PROTECTION City of Hot Springs LAW ENFORCEMENT Hot Springs PD; Garland County Sheriff’s Office Source: Site Visit, August 2016 SERVICES AVAILABLE HOT is attended 5 AM through 10 PM, Monday through Sunday. Services at HOT include Jet-A and self-serve 100LL avgas, major airframe and power plant repairs, avionics repair, charter flights, rental aircraft and instruction. Aircraft hangar storage and tie-down space is also available. AIRPORT MANAGEMENT/ADMINISTRATION The City of Hot Springs operates under a Board of Directors / Manager form of local government, with seven (7) city board members elected from six wards and the Mayor elected at-large. Municipal oversight of the airport is conducted under the auspice of the City Manager and supporting staff. The City of Hot Springs provides a full-time Airport Director who is charged with the supervision of the day-to-day operation and coordination aspects involving airport services, airport maintenance, and improvement projects. Airport contracts and tenant agreements, along with airport budgeting, is coordinated with the City Manager, through the Airport Director. The Airport Advisory Board meets monthly to furnish guidance and direction for various administration and management policy issues. The Airport Board is comprised of a chairperson and five members nominated by the City mayor and approved by the City Council. Each Airport Board Member serves a two-year term. MINIMUM STANDARDS Airports that receive federal funding assistance are required to accept a body of guiding principles known as grant assurances which are designed to ensure the airport is operated for the public good. Two of these grant assurances apply specifically to the development and management of airport minimum standards. Under Grant Assurances 22 and 23, the airport sponsor is required to make the airport available to the public for use without discrimination to all types of aeronautical service providers. Further, in any contract or lease executed by the airport sponsor under which a right is granted to provide services to the public at the airport, the sponsor shall insert and provide provisions outlining certain conduct of service to the general public by the contractor. In general, these contract
Inventory July 2022 Page 27 of 159 provisions are meant to ensure the service provider do so in a non-discriminatory manner and will not allow an exclusive right to the contractor for providing any specific service on the airport. A full copy of the airport grant assurances is contained in Appendix C. HOT currently does not have a Minimum Standards document on file. It is recommended that HOT develop Minimum Standards. As things change in the aviation industry and at HOT, it is incumbent upon the airport and sponsor that the Minimum Standards be updated periodically to reflect the current service providers on the field and anticipate any current trends towards new or changing situations or conditions on the airfield or service provider industry. RULES AND REGULATIONS Airport rules and regulation documents are designed to influence safe, orderly, and efficient airport operations and are applicable to all persons using the airportregardless of reason or intent. HOT currently does not have Rules and Regulations documents. It is recommended that HOT develop Rules and Regulations. EXISTING ENVIRONMENTAL OVERVIEW Garland County, Arkansas falls within the Central Great Plains ecoregion of Arkansas and more specifically in the Wellington-McPherson Lowland sub region. It is in the Cherokee Prairie major land resource area.
Inventory July 2022 Page 28 of 159 FIGURE 2-4 ECOREGIONS OF ARKANSAS Source: Environmental Protection Agency. CLIMATE Hot Springs is located in a warm, humid and temperate area of the central states characterized by hot summers and no dry season. The area within 25 miles of the airport is covered by forests (92%) and lakes and rivers (6%). The warm season in the area runs from June through the middle of September and has an average daily high temperature above 84 degrees. The cold season lasts from the end of November through the end of February and has an average daily high temperature below 58 degrees. Thunderstorms are likely to occur in the warm, humid summer months. Winds are typically calm to moderate and most often out of the east. The area averages 56 inches of rain per year and less than 3 inches of snow. SOILS/ECOREGION Garland County lies within theOuachita Mountains ecoregion of Arkansas. The Central Mountain Range area of the ecoregion, where the airport is located is dominated by east-west trending ridges that area characteristically steep and rugged and underlain by resistant sandstone and novaculite (chert). Igneous intrusions occur along with associated hot springs. Rock outcrops,
Inventory July 2022 Page 29 of 159 and shallow, stony soils are widespread. Novaculite glades occur. Potential natural vegetation is oak-hickory-pine forest. Perennial springs and seeps are common and support diverse vegetation. Constructed valleys between ridges have waterfalls and rapids. The surface waters of the central mountain range area have very low nutrient, mineral, and biochemical water quality parameter concentrations and turbidity. Logging is not common in the area. HISTORICAL, ARCHITECTURAL, ARCHAEOLOGICAL, AND CULTURAL RESOURCES The National HistoricPreservationAct of 1966 requires that an initialreview be made to determine if any properties in or eligible for inclusion in the National Register of Historic Places are within the area of a proposed action’s potential environmental impact. The Archaeological and Historic Preservation Act of 1974 provides for the survey, recovery, and preservation of significant scientific, pre-historic, historical, archaeological, or paleontological data when such data may be destroyed or irreparably lost due to a federal, federally funded, or federally licensed project. An online query through the Arkansas Historical Society revealed that there are no historic site locations in the immediate airport vicinity; however, a more thorough investigation and coordination may need to be conducted through both the state and federal cultural resources offices prior to future airfield construction. FISH,WILDLIFE, AND PLANTS The Endangered Species Act requires each federal agency to ensure that any action authorized, funded, or carried out by such agency is not likely to jeopardize the continued existence of any endangered or threatened species or result in the destruction or adverse modification of habitat of such species. As provided by the U.S. Fish and Wildlife Service, several threatened or endangered species are listed for Garland County. As defined by the U.S. Fish and Wildlife (USFW), Endangered Species is any species of wildlife whose continued existence as a viable component of the state’s wild fauna is determined to be in jeopardy, and a Threatened Species is any species of wildlife that appears likely, within the foreseeable future, to become an endangered species. Table 2-11 lists the threatened and endangered species for Garland County on both a federal and state status regardless of whether they occur at HOT. Research does not show that habitat for any endangered species exists on HOT nor are any endangered plant species known to grow on HOT property. Future coordination with USFW may be necessary prior to commencing any major construction project at HOT to confirm that no hazard to an endangered or threatened species is being created.
Inventory July 2022 Page 30 of 159 TABLE 2-11 GARLAND AND HOT SPRING COUNTY THREATENED AND ENDANGERED SPECIES COMMON NAME GENUS/SPECIES FEDERAL STATUS CRITICAL HABITAT Birds Bald Eagle Haliaeetus leucocphalus R Mammals Northern Long-eared Bat Myotis septentrionalis T Karst area (Northern AR) Mollusks Arkansas fatmucket Lampsilis powellii T Stream channels Reptiles Plants Harperella Ptilimnium nodosum E Stream channels Missouri Bladderpod Physaria filiformis T Source: U.S. Fish and Wildlife Service; T = State Listed Threatened; E = State Listed Endangered; DL = Federally Delisted; LE = Federally Listed Endangered; LT = Federally Listed Threatened AVIATION OPERATING ENVIRONMENT HOT operates in a moderately active airspace environment. Several smaller airfields are located in the vicinity of the HOT. The closest commercial service airports are Clinton National Airport in Little Rock 65 miles to the northeast and the Texarkana Regional Airport 100 miles to the southwest. Other nearby general aviation airports include Malvern Municipal Airport 19 nm SE, Arkadelphia Municipal Airport 23 nm S, Saline County Regional Airport, 31 nm E, and Mt. Ida/Bearce Airport 22 nm W. These airports make an operating environment with airspace that supports GA and commercial service aviation traffic. The visual flight rules chart in Figure 2-5 depicts the airspace surrounding HOT. AIRSPACE AND AIR TRAFFIC CONTROL All flights conducted within the national airspace system, whether under Visual Flight Rules (VFR) or Instrument Flight Rules (IFR), do so based on regulations mandated by the FAA. Based on these rules, each airport whether private or public has a specific role that it plays as part of this airspace system. As shown in Figure 2-5, the local airspace immediately surrounding HOT is designated as ClassEairspace. All flights and aircraft operating to orfrom HOT should be capable of communicating with air traffic control (ATC) and be equipped with mode C altitude reporting transponders.
Inventory July 2022 Page 31 of 159 AIR TRAFFIC CONTROL AND AVIATION COMMUNICATIONS HOT is not served by an air traffic control tower (ATCT). Pilots operating to or from HOT are encouraged to communicate through a common traffic advisory frequency (CTAF) and employ see-and-avoid principles. Beyond the immediate airspace boundaries, FAA air traffic controllers, stationed at En-Route Control Centers or Air Route Traffic Control Centers (ARTCC), provide for the safe movement of aircraft operating primarily under IFR conditions within a defined geographic jurisdiction. There are currently 22 geographic ARTCCs established within the continental United States, each responsible for a specific geographic region or boundary delineation. HOT is located within the Memphis Center ARTCC that manages portions of airspace in Arkansas, Alabama, Illinois, Kentucky, Louisiana, Mississippi, Missouri, Oklahoma, and Tennessee. FIGURE 2-5 AIRSPACE, AIRPORTS, AND NAVAIDS SUMMARY Source: FAA VFR Sectional Chart, January 2017
Inventory July 2022 Page 32 of 159 MEMORIAL FIELD SERVICE AREAS The airport service area is generally defined as the geographic region served by a select airport. The service area can be used to identify other factors, such as socioeconomic and demographic trends, which influence aviation demand at an airport. It is necessary to identify the role of the airport, as well as the specific areas of aviation community the airport is intended to serve. An airport’s role has a specific influence over the various types of service areas to be factored into forecasting demand. At HOT, there are three different service areas: Commercial Passenger Service, General Aviation Operations, and Based Aircraft. Each service area is determined by numerous factors that include the location/distance from Hot Springs to each competing airport, their capabilities, their services, and their relative attraction and convenience. Each service area will play a critical role in the following chapter, Aviation Demand Forecasts. The state of Arkansas has five system roles or levels. These levels classify airports based on the role the airport plays and its accommodations. The various levels aid in determining the types of the facilities the airport should have. The fifth level should have the highest level of facility and service development. This level has high productivity and supports Arkansas’ major highways. The primary runway should be at least 6,000 feet long with a precision approach. Fourth level airports serve to accommodate most aircraft. These airports primarily serve general aviation needs. The primary runway should be at least 5,500 feet with at least an LPV approach. Level three airports serve mostly twin and single engine general aviation aircraft. The primary runway should be at least 4,500 feet long and contain a LNAV/VNAV approach. Level two airports serve smaller general aviation aircraft. The primary runway should be at least 3,700 feet long with an LNAV approach with survey. GENERAL AVIATION SERVICE AREA For HOT, the primary role is to accommodate general aviation (GA) activity with a secondary role to serve limited scheduled commercial passenger aircraft which are discussed later in this chapter. The NPIAS defines the GA service area as that area encompassed by a 25-minute drive time from a given airport. In rural, less densely populated areas this service area is a good model to define a given airport’s GA service area. When the NPIAS Service Area does not adequately describe the GA service area further analysis of the competing airports in the region that offer GA facilities and services guides the derivation of a Composite Service Area. It considers each competing airport’s relative distance to population centers, paved road access to each airport, and evaluates their facilities, equipment and services, as well as programmed expansion projects at each airport and for other transportation infrastructure. The number of competing public airports can widen or contract the service area depending on the users perceived level of service and amenities offered at a given airport. Surrounding airports have varying degrees of influence on the composite service area with respect to competing services, e.g., available hangar rentals, flight training, charters, fuel, maintenance, courtesy car, security, etc., facilities and equipment, navigational aids, and accessibility. Table 2-12 lists the primary competing GA airports for HOT with their major service elements. It should be noted, however, that the demand for aviation facilities does not necessarily
Inventory July 2022 Page 33 of 159 conform to political or geographical boundaries. Figure 2-6 illustrates the various airports in the region along with their specified NPIAS service area. HOT is located in the center of the graphic. MEMORIAL FIELD AIRPORT: Memorial Field Airport (HOT) is located 3 miles southwest of Hot Springs, AR. It serves business and leisure GA aircraft with two runways (5-23, 13-31). Runway 5-23 is paved asphalt and has dimensions of 6,595’ x 150’. Runway 13-31 is paved asphalt and has the dimensions 4,098’ x 100’. HOT has a RNAV GPS approach, ILS and VOR to Runway 5. Services offered include fuel, major airframe and power plant repairs, hangars, and tiedowns. HOT is home to 78 single engine aircraft. The airport experiences approximately 38,300 annual operations. BEARCE AIRPORT: Bearce Airport (7M3) is located 25 miles west of HOT. It serves business and leisure GA aircraft with one runway (8-26). Runway 8-26 is paved asphalt and has dimensions of 4,000’ x 75’. 7M3 has no instrument approach procedure. Services offered include fuel, hangars and tiedowns. 7M3 has 10 based aircraft. The airport experiences approximately 5,460 annual operations. CANTRELL FIELD AIRPORT: Cantrell Field Airport (CXW) is located 48 miles northeast of HOT. It serves regional GA aircraft with one runway (4-22). Runway 4-22 is grooved concrete and has dimensions of 5,500’ x 100’. CXW has RNAV GPS approaches to both runway ends. Services offered include fuel, hangars, and tiedowns. CXW has 61 based aircraft. The airport experiences 14,600 annual operations. DANVILLE MUNICIPAL AIRPORT: Danville Municipal Airport (32A) is located 46 miles northwest of HOT. It serves business and leisure GA aircraft with one runway (11-29). Runway 11-29 is paved asphalt and has dimensions 5,324’ x 75’. 32A has an RNAV-D GPS approach to both Runway 11 and 29 ends. Services offered include fuel and tiedowns. 32A is home to 8 based aircraft and experiences 3,000 annual operations. DEXTER B FLORENCE MEMORIAL FIELD AIRPORT: Dexter B Florence Memorial Field Airport (ADF) is located 25 miles south of HOT just outside of Arkadelphia, AR. It serves business and leisure GA aircraft along with the flight training program of Henderson State University with one runway (4-22). Runway 4-22 is paved asphalt and has dimensions of 5,002’ x 75’. ADF has RNAV GPS approaches to both runway ends. Aviation services offered include fuel, hangars, and tiedowns. ADF is home to 26 based aircraft and experiences approximately 38,300 annual operations. PETIT JEAN PARK AIRPORT: Petit Jean Park Airport (MPJ) is located 45 miles north of HOT and eight miles west of Morrilton, AR. It serves business and leisure GA aircraft of the area with one runway (3-21). Runway 3-21 is paved asphalt and has dimensions of 5,852’ x 75’. MPJ has a RNAV GPS approach to Runway 3. Services offered include fuel and tiedowns. MPJ is home to 3 single engine aircraft and experiences approximately 2,000 annual operations. SALINE COUNTY REGIONAL AIRPORT: Saline County Regional Airport (SUZ) is located 36 miles east of HOT. It serves business and leisure GA aircraft with one runway (2-20). Runway 2-20 is paved asphalt and has dimensions of 5,001’ x 100’. SUZ has an ILS approach to Runway 2 and an RNAV GPS approach to both Runway 2 and Runway 20. Services offered include fuel, hangars, and tiedowns. SUZ is home to 62 single engine aircraft. The airport experiences approximately 45,600 annual operations.
Inventory July 2022 Page 34 of 159 TABLE 2-12 AREA PUBLIC-USE GA AIRPORT FACILITIES AIRPORT NAME AIRPORT SPONSOR DISTANCE FROM HOT AIRPORT ROLE: NPIAS/ASASP RUNWAY CHARACTERISTICS AIRCRAFT/ OPERATIONS AIRPORT SERVICES REPAIRS: AIRFRAME/ POWER PLANT MEMORIAL FIELD NR/5 5-23 78 aircraft 38,300 ops NPI, Fuel/Hanga rs/ Tie 6,595’ x 150’ Major/Major (P) BEARCE AIRPORT LB/2 8-26 10 aircraft 5,460 ops Fuel/Hanga rs/Tie CITY OF MOUNT IDA 4,000’ x 75’ None/None 25 MILES WEST (P) CANTRELL FIELD AIRPORT LB/3 4-22 61 aircraft 14,600 ops NPI, Fuel/Hanga rs/Tie CITY OF CONWAY 5,500’ x 100’ None/None 48 MILES NORTHEAST (P) DANVILLE MUNICIPAL AIRPORT UN/3 11-29 8 aircraft 3,000 ops NPI, Fuel/Tie None/None CITY OF DANVILLE 5,324’ x 75’ 46 MILES NORTHWEST (P) DEXTER B FLORENCE MEMORIAL FIELD AIRPORT LB/3 4-22 26 aircraft 38,300 ops NPI, Fuel/Tie None/None CITY OF ARKADELPHIA 5,002’ x 75’ 25 MILES SOUTH (P) PETIT JEAN PARK AIRPORT UN/3 3-21 3 aircraft 2,000 ops NPI, Fuel/Tie CITY OF MORRILTON 5,852’ x 75’ None/None 45 MILES NORTH (P) SALINE COUNTRY REGIONAL AIRPORT NR/4 2-20 62 aircraft 45,600 ops NPI, Fuel/Tie None/None SALINE COUNTY 5,001’ x 100’ 36 MILES EAST (P) Symbols: NPIAS Classification: CS – Commercial Service; NR - National/Regional; LB – Local/Basic Airport; L – Large Hub; M – Medium Hub; S – Small Hub; UN- Unclassified; N – Nonhub; ASASP Classification: 5- Fifth level; 4- Fourth level; 3- Third level; 2- Second level; 1- First level;(P) – Paved runway surface; (T) – Turf or gravel runway surface (í) – Control tower; NPI – Non-precision instrument approach; PI – Precision instrument approach, Instrument Landing System (ILS) Source: FAA Form 5010 Report, Airport Master Records, January 2017; National Plan of Integrated Airport Systems
Inventory July 2022 Page 35 of 159 FIGURE 2-6 NPIAS SERVICE AREA AND REGION’S AIRPORTS Source: Garver, 2017 Based on the NPIAS Service Area depicted in Figure 2-6 and the competing airports in the region, the NPIAS Service Area describes an area served in part by competing airports. Subsequently, a composite service area for HOT is best derived through a comparison to competing airports in the region and their relative distance from the Hot Springs central business district. As this
Inventory July 2022 Page 36 of 159 comparison of facilities and services is examined the NPIAS service area is modified to show the composite service area shown in Figure 2-7. Those beyond this area can and often do use HOT when the next closest airport does not provide the same level of service afforded at HOT. Due to the close proximity to Little Rock and the regional highway system, HOT has many competing airports. However, the convenience and outstanding facilities at HOT attract many area pilots and business users. COMMERCIAL PASSENGER CATCHMENT ZONE As with most businesses that serve some segment of the public, the more attractive the facility is in terms of service and capabilities, the more competitive it will be in the market. The size of an airport’s commercial passenger catchment zone will vary depending on numerous factors but is primarily limited by the proximity of other airports providing similar services. This is especially true for commercial passenger services as competition for passengers often shapes an airline’s decision to operate in a specific community. HOT has been without regularly scheduled passenger service since the Fall of 2016; however, it was recently awarded new service through Southern Airways flying Cessna Caravans outfitted with nine seats. The airline plans for begin flights in early spring with three daily flights to/from the Dallas Fort Worth International Airport six days per week (Monday through Saturday). With this and other factors in mind, an examination of other regional commercial service airport competitors can provide an understanding of the service area limits at HOT. For commercial airline passengers, the most important criteria when selecting an airport to fly to or from is the proximity (distance/convenience) and airfare (cost/price). Travelers will be influenced by these factors in different ways. For the business traveler who prefers expedient travel over costs, higher airfares may be more acceptable. For the leisure traveler, cost may take on a higher priority with a willingness to bypass a closer airport in favor of lower airfare. Level of service or flight frequency, number of airlines, aircraft types, and non-stop destinations will play a factor for both the business and leisure traveler. One of the most important factors in air travel today is reliability. This is important as it creates loyalty for the traveler through a level of trust and confidence the provider can deliver their product on a consistent basis without disruption to the passenger’s travel plans. Currently, there are eight commercial service airports in the State of Arkansas. Table 2-13 presents a summary of the commercial service airports in Arkansas. Enplanements for each of the commercial service airport based upon the FAA documented 2015 enplanement, or passenger boarding, levels is provided. The table also provides the state and national rank for each airport, hub size, enplanement change from 2014, and the airport’s enplanement percentage of total statewide enplanements. The eight commercial service airports in the State of Arkansas output 1,723,391 enplanements in calendar year 2015. Bill and Hillary Clinton National/Adams Field and Northwest Arkansas Regional Airport dominate the enplanements with 92.2 percent of that total. Three Arkansas airports had a positive enplanement growth between 2014 and 2015 one of which was HOT.
Inventory July 2022 Page 37 of 159 FIGURE 2-7 COMPOSITE SERVICE AREA Source: Garver, 2017
Inventory July 2022 Page 38 of 159 TABLE 2-13 ARKANSAS COMMERCIAL SERVICE AIRPORTS AND ENPLANEMENTS AIRPORT NAME HUB CY14 ENPLANEMENTS % OF STATE CY15 ENPLANEMENTS % OF STATE BILL AND HILLARY CLINTON NATIONAL/ADAMS FIELD S 1,005,251 56.9% 958,510 55.6% NORTHWEST ARKANSAS REGIONAL S 619,157 35.0% 629,905 36.6% FORT SMITH REGIONAL N 90,214 5.1% 84,136 4.9% TEXARKANA REGIONAL-WEBB FIELD N 37,229 2.1% 34,881 2.0% JONESBORO MUNICIPAL EAS 5,056 0.3% 4,836 0.3% BOONE COUNTY REGIONAL EAS 4,379 0.2% 4,370 0.3% SOUTH ARKANSAS REGIONAL AT GOODWIN FIELD EAS 3,718 0.2% 3,919 0.2% MEMORIAL FIELD AT HOT SPRINGS EAS 2,471 0.1% 2,834 0.2% Source: Federal Aviation Administration; Hub: (L) Large; (M) Medium; (S) Small; (N) Non-hub primary (EAS) Essential Air Service As presented, HOT 2015 enplanements rank 8th in the State of Arkansas. The 2015 enplanement level was higher by more than 350. This was accomplished with limited scheduled passenger service at HOT which is slated to return in Spring of 2017 with Southern Airways providing direct service to the Dallas Fort Worth International Airport. This provides for a potential of over 8,000 annual passenger boardings per year at HOT. Should load factors rise high enough additional flights could be added. This could see HOT passenger boardings returning to numbers experienced in the mid-2000s when boardings exceeded 3,000 annually for several years. Surface transportation often provide travelers with options to use other commercial service airports or even drive to their destination. Regional competing airports include Bill and Hillary Clinton National/Adams Field (LIT), Fort Smith Regional (FSM), Texarkana Regional-Webb Field (TXK), and South Arkansas Regional at Goodwin Field (ELD). Table 2-14 describes each airport and their competing services. Each of these airports is less than a three-hour drive from the Hot Springs central business district and major attractions. TABLE 2-14 COMPETING COMMERCIAL SERVICE AIRPORTS AIRPORT CY 15 ENPLANEMENTS AIRLINES SERVING DAILY DEPARTURES NON-STOP DESTINATIONS DRIVE TIME FROM HOT (HRS) LIT 958,510 6 50 13 1.0 FSM 84,136 2 6 2 2.5 TXK 34,881 1 2-3 1 1.9 ELD 3,919 1 3 1 2.3 Source: Federal Aviation Administration; Airport Webpages – www.AA.com, www.delta.com, www.united.com
Inventory July 2022 Page 39 of 159 FIGURE 2-8 DRIVE TIME ANALYSIS (60 MINUTES) Source: Garver, 2017 The primary competition for HOT commercial passenger service is LIT approximately 60 minutes from Hot Spring’s central business district. Figure 2-8 shows the area within a 60-minute commute to HOT. The darker blue area is where the drive time for both HOT and LIT overlap. LIT
Inventory July 2022 Page 40 of 159 considers the Hot Springs region to be within its primary catchment area. LIT offers a more diverse commercial passenger profile with six carriers providing non-stop flights to more than a dozen destinations with an annual potential enplanement of more than 3,600. An additional attractant at LIT is most of the commercial operations are conducted in commercial cabin class jet aircraft instead of the Cessna Caravan a single-engine turbo-prop aircraft or the regional jet service offered at FSM or TXK. The 90-minute drive time indicates a much greater overlap between HOT and LIT; however, it has only minor overlaps between HOT, FSM, ELD, and TXK. The other competing airports don’t have an impact on HOT until passengers beyond a 90-minute drive to HOT become a viable market and each of these competing airports offer similar commercial flight frequencies and destinations. FSM, even at the 90-minute travel time only has minor overlaps with HOT. Geography and the current roadway system make travel between these two markets difficult and length for those seeking airline passenger service. FSM offers non-stop flights to both Dallas and Atlanta with double the airlines and flight frequency. American Airlines offers regional jet service with the Embraer ERJ-145 a twin-engine jet offering 50 passenger seating. Four flights per day (Sunday – Friday) and two flights on Saturday from FSM to DFW. Delta Air Lines provides two daily flights to Atlanta in 50-seat Canadair CRJ200. Combined the airlines serving FSM allows for a total annual passenger enplanement potential of 104,000 annually provided flight schedules and operating aircraft remain unchanged. TXK, at 90-minute travel, overlaps with a minimal part of HOT’s service area. Travel to TXK from the region is made easy via Interstate Highway 30 approximately 15 miles south of Hot Springs. American Airlines offers three daily flights five days per week and two daily flights the remaining days of the week from TXK to DFW aboard 50-seat Embraer ERJ-145s. This allows for 49,400 potential enplanements per year. ELD is in much the same situation as HOT. They are in the process of having their commercial passenger service resumed by Southern Airways flying Cessna Caravans three times per day Monday through Saturday. This will allow for approximately 8,400 annual enplanements. The likelihood of passengers to drive to ELD from the Hot Springs area for similar service is remote. These factors outlined for the commercial catchment area and GA service area will be applied during the forecast of aviation demand in the next chapter.
Inventory July 2022 Page 41 of 159 HOT SPRINGS SOCIOECONOMICS An assessment of regional economic conditions is conducted to gain a better understanding of the relationship between historic and future aviation activity levels within an airport’s area of influence. This information is essential and directly influences a local airport. Therefore, the following socio-economic information, population, median family income, and income distribution has been collected to understand current conditions and influence assumptions involved in the development of the aviation demand forecasts for HOT. REGIONAL ECONOMY Memorial Field is located in a region with a growing economy. Additionally, being located right in the middle of America, makes Hot Springs the perfect location for distribution and manufacturing. U.S. Highways 70 and 270 intersect in Hot Springs city limits which provides for convenient transportation in all directions. The local economy is dominated by sales, office, administration support, as well as production, transportation, material moving. Garland County is the eighth largest in population for the state of Arkansas. Tourism, health care, retirement location industries, and manufacturing help to diversify the economy. POPULATION Population growth can be directly tied to success and growth at the airport supporting a given population set. HOT supports a much wider population base than that solely found within the City of Hot Springs. HOT supports the GA community and needs of the communities within Garland County and Hot Spring County. Population trends and expected rate of change provide insight into an area’s economic potential. Past population changes can be used as an indicator, with State averages for comparison of overall general aviation trends. The City of Hot Springs has experienced a slight decrease in population over the last 30 years (-0.05% per year). In contrast, Garland County has increased in population over the same time period (1.20% per year). The state of Arkansas has experienced a more modest growth since 1980 of 0.92% annually.
Inventory July 2022 Page 42 of 159 TABLE 2-15 HISTORICAL AND FORECAST POPULATION HISTORICAL GROWTH HOT SPRINGS GARLAND COUNTY HOT SPRING COUNTY ARKANSAS 1980 35,781 70,531 26,819 2,286,257 1990 32,462 73,397 26,115 2,350,725 2000 35,750 88,068 30,352 2,673,400 2010 35,193 96,024 32,923 2,915,919 ANNUAL GROWTH RATE -0.055% 1.20% 0.76% 0.92% FORECAST GROWTH 2020 35,000 a 107,895 30,996 3,129,334 2030 34,808 a 117,741 31,226 3,381,433 2040 34,612 a 128,485 c 31,457 c 3,653,841 c FORECAST ANNUAL GROWTH RATE -0.055 % a 0.913% 0.074% 0.805% Notes: a Predicted based on Historical Annual Growth rate of -0.055% over 10 year time. c Predicted based on 10 year Forecast Annual Growth Rate. Source: State and County – U.S. Department of Commerce, Bureau of Economic Analysis. City information – U.S. Census Bureau – Internet lookup, 2016 MEDIAN HOUSEHOLD INCOME Table 2-16 provides the historic median household income for the region based on real dollars from 2010 and 2014. Median household income indicates the relative changes between income and population. As the productivity of business and industry increases, median household income also rises. Median household incomes have increased at all levels for the US, Arkansas, Garland County and City of Hot Springs. The greatest increase over the period from 2010 to 2014 occurred in the Hot Springs County at 2.83%. The Hot Springs median household income is slightly lower than that of the US. Assumptions of general aviation utilization can make use of the trends reflected in the median household incomes of the region. TABLE 2-16 MEDIAN HOUSEHOLD INCOME HISTORICAL 2010 2014 ANNUAL GROWTH RATE 2010-2014 HOT SPRINGS $30,389 $31,302 0.75% GARLAND COUNTY $36,844 $39,558 1.84% HOT SPRING COUNTY $37,150 $41,353 2.83% STATE OF ARKANSAS $39,267 $41,264 1.27% UNITED STATES OF AMERICA $51,914 $53,482 0.80% Source: US Census Bureau, 2010-2014 American Community Survey 5-Year Estimates.
Inventory July 2022 Page 43 of 159 LAND USE AND CONTROLS The land within the aircraft operational area at HOT is considered aviation use. According to the Garland County GIS web application, the majority of the airport property is zoned as (M1) Light Manufacturing District, with the property north of Airport Road, within the current RPZ of Runway 13, zoned as (C4) Regional Commercial/Open Display District and (R4) Medium/High Density Residential District. See Figure 2-9. FIGURE 2-9 Source: Garland County GIS Web Application
Forecasts July 2022 Page 44 of 159 CHAPTER 3: ACTIVITY FORECASTS INTRODUCTION Aviation demand can be defined as that activity/demand reasonably expected to occur during the useful life of an airport’s key components that include runways, taxiways, terminal buildings, etc. Forecasting activity is a critical facet of facility planning. In airport master planning, this involves projecting potential aviation activity for at least a 20-year timeframe. Aviation demand forecasting for Memorial Field (HOT) will focus on commercial airline passenger enplanements and operations, general aviation-based aircraft and operations, and, to a lesser extent, military operations and overall operational peaking periods. Forecasting aviation activity helps the local airport sponsor determine future airport facility and equipment needs. The preferred demand forecasts are used to identify the type, extent, and timing of aviation development. In addition, the forecasts are instrumental in identifying airport- related infrastructure and capacity needs and guiding the timing and financial feasibility of airport development alternatives. The Federal Aviation Administration (FAA) has oversight responsibility to review and approve aviation forecasts for each airport in the National Plan of Integrated Airport System (NPIAS) that are developed in conjunction with airport planning studies. The FAA will review individual airport forecasts with the objective of comparing them to its Terminal Area Forecasts (TAF) and the NPIAS. The TAF is developed and updated annually by FAA personnel in Washington D.C. It is very common to have a disparity between the TAF and master planning forecast efforts. Historically, the disparity was primarily due to the TAF forecasters’ lack of consideration of local conditions or trends. In recent years, however, the FAA has improved its forecast model to be a demand-driven forecast for aviation services based on local and national economic conditions, as well as aviation industry conditions. Airport activity is often influenced by the types of aviation services offered to transient and based aircraft and by the general business environment at an airport and in the local community. In addition, factors such as vigorous local airport marketing, gains in sales and services, increased industrialization, changes in transportation preferences, and fluctuations in the national or local economy all influence aviation demand. Aviation activity forecasts are developed in accordance with national trends and regional/local influences and in context with the inventory findings are developed as a guide with the expectations that facilities needed to support them will be available as demands warrant or justify them. This chapter examines aviation trends and the numerous factors that have influenced those trends in the United States, Arkansas, and HOT region of eastcentral Arkansas.
Forecasts July 2022 Page 45 of 159 SUMMARY OF AIRPORT HISTORICAL OPERATIONS AND BASED AIRCRAFT HOT is a non-towered airport and as such accurately tracking airport operations is a challenge. Without an accurate method of counting operations, estimates from on-site staff, reported operations from FAA Form 5010, or FAA TAF figures can be used. On-site personnel don’t keep a detailed daily traffic count. The latest FAA Form 5010 shows an estimated 31,184 operations, which corresponds with the data within the TAF. Table 3-1, Historic Aviation Activity summarizes the available historic based aircraft and annual operations (local, itinerant, air taxi, and military) at Memorial Field (HOT) since 2000 as recorded through the TAF program. Based aircraft numbers between all sources differ only slightly. A based aircraft is defined as an actively registered airplane stationed at a specific airport that regularly uses the airport as the primary “home base” for filing flight plans, frequently uses available airport amenities, and/or maintains a formal commitment for long-term aircraft parking/storage. An aircraft operation is one takeoff and/or landing of an aircraft. Aircraft operations are identified as either local or itinerant. Local operations consist of those within a 20- mile radius of the originating airport, while itinerant operations include all operations other than local, having a terminus of flight or origination of flight at another airport at least 20 miles away. The following observations were identified at HOT as part of the inventory of historic and current airport activity levels: Aircraft Summary: Based aircraft at HOT have fluctuated drastically since 2000 starting at 82 aircraft and reaching a high of 147 in 2004 according to the TAF. Based aircraft slowly declined from 2007-2014 to 83, but in then increased again rapidly from 2014-2017 to over 90 based aircraft. Operational Summary: TAF operational history has remained consistent starting with 32,700 in 2000 and in the 30,000 range except for the high of 42,274 (2006-2008) and the low of 27,770 in 2010. Itinerant and local operations follow a similar trend; however, air taxi and commuter operations have fallen from the high of 7,050 (2001, 2003, and 2004) to a low of 1,020 in 2010 most likely due to the recession. The airport had two different airlines that provided air taxi and commuter service (one under EAS) during that time period. Both struggled financially and both discontinued operations. HOT was without commercial service until the current provider began operations in 2018 and passenger operations have to stabilize recently at 1,898. A review of fuel sales and the FAA Traffic Flow Management System Counts (TFMSC) data shows that approximately 15% of operations are Instrument Flight Rules (IFR), and approximately 5% of operations are made by aircraft in the C-II design group or larger.
Forecasts July 2022 Page 46 of 159 TABLE 3-1 HISTORIC AVIATION ACTIVITY MEMORIAL FIELD YEAR BASED AIRCRAFT LOCAL OPERATIONS GA ITINERANT AND OPERATIONS AIR TAXI AND COMMUTER MILITARY TOTAL CIVILIAN AIRPORT OPERATIONS 2000 82 8,000 18,000 6,700 200 32,700 2001 89 8,250 19,500 7,050 265 34,800 2002 101 8,250 19,500 3,800 265 31,550 2003 101 8,250 19,500 7,050 265 34,800 2004 147 8,250 19,500 7,050 265 34,800 2005 132 9,250 23,900 3,800 365 36,950 2006 128 9,250 26,900 6,122 350 42,272 2007 128 9,250 26,900 6,122 350 42,272 2008 122 9,250 26,900 6,122 350 42,272 2009 122 5,800 23,250 1,092 250 30,142 2010 121 4,600 22,150 1,020 400 27,770 2011 106 5,600 27,150 1,398 375 34,148 2012 91 5,600 27,150 1,398 375 34,148 2013 77 5,600 22,150 1,872 350 29,622 2014 80 6,500 29,150 1,898 650 37,548 2015 80 6,500 29,150 1,898 650 37,548 2016 80 6,500 29,150 1,898 650 37,548 Source: FAA Terminal Area Forecast Issued January 2018 (Accessed 8/22/2018) NATIONAL AVIATION TRENDS An understanding of recent and anticipated trends within the commercial and general aviation (GA) industry is important when assessing aviation demand at HOT. National trends can provide insight into the potential future of aviation activity. Some may affect aviation demand in the study area while others will have little or no appreciable impact on local/regional aviation demands. Various data sources were examined and used to support the analysis of national GA trends. Those sources include: Federal Aviation Administration, FAA Aerospace Forecasts, Fiscal Years 2016 – 2036 National Business Aircraft Association (NBAA), NBAA Business Aviation Fact Book, 2016 General Aviation Manufacturers Association (GAMA), General Aviation Statistical Databook and Industry Outlook, 2016.
Forecasts July 2022 Page 47 of 159 NATIONAL COMMERCIAL TRAVEL OVERVIEW While the future commercial air travel demand will be primarily driven by local demand and regional events, it will also be influenced by industry events, particularly with regard to the type of aircraft utilized by airlines serving a particular airport. The following trends impact air service at HOT. Airline streamlining and disciplined approach. Air service trends have shifted in conjunction with airline management attempts to focus on profitability by cutting unprofitable and redundant routes minimizing empty seats. Overall, commercial service operations at all U.S. airports declined 15 percent between 2007 and 2014, domestic seat capacity was down nearly six percent during the same period, and two percent fewer passengers were carried. EAS airport service: Today, many of the mainline carriers don’t possess the aircraft to cost effectively serve smaller airports like HOT and other EAS airports. Small, regional carriers like the new entrant at HOT, Southern Airways, will strive to serve the rural EAS airports providing a vital link into the national airspace system for travelers who would otherwise be forced to drive hours to a larger commercial airport. These regional carriers will also need to maintain a disciplined approach to each market as they endeavor to expand their market impact and customer base. Airline consolidation and restructuring. Airline consolidation over the last decade, including the mergers of American and US Airways, Delta and Northwest, and United and Continental, has left the flying public with three legacy carriers. LCCs Southwest and Air Tran also merged in 2011. Consolidation and maximized load factors have led to improved capacity rationalization. It is anticipated that the consolidated airlines will continue to operate based on cost-cutting strategies and driven by profit margins. Aircraft type limitations. The trend in strong growth of the 37-50 seat regional jet (RJ) in the 1990s and early 2000s to replace turboprop aircraft in smaller markets and supplement narrow-body jet aircraft in larger markets ended following the spike in jet fuel costs during 2007-2008. It was no longer as economical to fly RJs to provide service in short-haul markets. The cost, coupled with the economic recession and curtailed demand, led to the rapid retirement of small RJs throughout the network. However, it is anticipated that small RJs will continue to have a presence in carrier’s route networks, albeit to a much lesser extent. This migration of network carriers to aircraft with higher seating capacities in search of lower costs has left many smaller communities with few choices in terms of carriers and equipment. Annually, the FAA publishes aerospace forecasts that summarize anticipated trends in all components of aviation activity. Each published forecast revisits previous aerospace forecasts and updates them after examining the previous year’s trends in aviation and economic activity. Many factors are considered in the FAA’s development of aerospace forecasts, some of the most important are U.S. and international economic forecast and anticipated trends in fuel costs.
Forecasts July 2022 Page 48 of 159 The recent projections found in FAA Aerospace Forecast Fiscal Years 2016-2036 for commercial operations are summarized below. Total domestic seat capacity to grow 2.1% annually. Domestic load factors are expected to increase just slightly over the forecast period, from 84.5% in 2015 to 86.5% in 2036. Domestic enplanements will grow at an annual rate of 2.0% during the 30-year forecast. Air carrier aircraft operations will grow at an average annual rate of 2.6% between 2015 and 2036, while air taxi/commuter operations will decline at an annual rate of 1.1% due to the rapid retirement of the 50-seat RJs. GENERAL AVIATION OVERVIEW GA aircraft are defined as all aircraft not flown by commercial airlines or the military. GA activity, as defined by the FAA, is divided into six use categories: Personal; Instructional; Corporate; Business; Air Taxi/Air Tours; and, Other Personal use, air taxi, and FAR Part 135 use of GA aircraft are the largest components of GA activity and occur primarily at GA airports across the nation. As of the date of this plan, there are 19,360 public and private airports located throughout the United States, and 5,148 of these are open to public use. Figure 3-1 displays the breakdown of airports as described in the FAA’s 2016 – 2020 National Plan of Integrated Airport System (NPIAS). The number and distribution of publicuse airports available to GA users provides a valuable transportation and economic resource to local communities, businesses, and individuals throughout the region, state, and nation.
Forecasts July 2022 Page 49 of 159 FIGURE 3-1 NPIAS AIRPORT BREAKDOWN Primary – Commercial Service airports enplaning more than 10,000 passengers per year. CS – Commercial Service airports having more than 2,500 enplaned passengers per year. SUMMARY OF NATIONAL GENERAL AVIATION TRENDS GA activity is cyclical in nature, impacted by the ebbs and flows of the national, regional, and local economies. Regardless of the GA activity rebounding due to General Aviation Revitalization Act (GARA) during the mid and late-1990s, the terrorist attacks of 2001, the war on terror, and the recessionary economy have depressed GA activity during recent years. A slow to moderate recovery has begun with increasing aircraft deliveries and hours flown as well as the introduction of new innovative aircraft into the GA fleet. FAA projections of GA activity, including active pilots, active aircraft, and hours flown, all show moderate but promising growth through the forecast horizon of 2036. Following stalled growth, most components of GA activity are projected to rebound and surpass previous activity levels. An important national trend that has some potential to impact GA at HOT is the growing proportion of jet aircraft in the active GA fleet and the growing sophistication of both active pilots and aircraft. The ability of HOT to accommodate the existing and growing GA activity, specifically by the turbine fleet, will be an important consideration. FAA Aerospace Forecast Fiscal Years 2016-2036 impacts of GA are summarized below. The U.S. active general aviation aircraft fleet will grow from an estimated 203,880 aircraft in 2015 to 210,695 aircraft in 2036. This is equal to an annual growth rate of 0.2%. Jet aircraft are expected grow at a greater rate than other general aviation aircraft, experiencing an annual growth rate of 2.5% through 2036. Turboprop, sport aircraft, and experimental aircraft are also anticipated to grow. It is anticipated that GA aircraft operations will grow at an annual growth rate of 0.3% through 2036. 3,345 Airports Existing 3,253 Publicly Owned 78 Privately Owned 14 Proposed 389 Primary Primary 2 264 Relievers 2,553 GA 0 Relievers
Forecasts July 2022 Page 50 of 159 TERMINAL AREA FORECAST The TAF is a detailed FAA forecast-planning database produced each year covering airports in the NPIAS. The TAF is prepared to assist the FAA in meeting its planning, budgeting, and staffing requirements. The TAF forecasts are made at the individual airport level and are based in part on the national FAA Aerospace Forecasts. The TAF contains historical and forecast data for enplanements, airport operations, instrument operations, and based aircraft. TAF data is developed for 264 FAA and 251 contract-towered airports, 31 terminal radar approach control facilities, and 2,817 non-towered airports as of 2015. Data in the TAF are presented on a U.S. Governmental fiscal year basis, which runs October through September. As its primary input, the TAF uses the FAA Aerospace Forecasts from the specific year. Aviation activity forecasts for FAA-towered and federal contract-towered airports are developed using historical relationships between airport passenger demand and/or activity measures and local and national factors that influence aviation activity. At airports similar to HOT, the TAF data is generated from historical data reported by the airport or airport sponsor. The TAF generally reflects a slight or zero-percent growth rate in the absence of a control tower. Based on the TAF for HOT presented in Figure 3-2, the FAA reflects a zero-percent growth rate for operations while based aircraft increase from 84 to 127 through 2040. FIGURE 3-2 HOT TAF – HISTORICAL AND FORECAST Source: FAA TAF, Fiscal Years 1990-2040. Forecast years begin with 2018 denoted by *.