golden triangle regional airport - · pdf filein fact, due to upheavals in the airline...

Golden Triangle Regional Airport 9 b l bqq

BEFORE THE OFFICE OF THE SECRETARY DEPARTMENT OF TRANSPORTATION WASHINGTON, DC

DOCKET OST-2007-27370 - \ Iq

Community Proposal Of

Golden Triangle Regional Airport Colu m bus-Sta rkville- West Point, Mississippi Duns # 075457010

For A Grant Under The

SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM Under 49 U.S.C. 41743 etseg

2 Golden Triangle Regional Airport

Table of Contents SUMMARY OF APPLICATION

I. PROPOSAL DETAILS

11. REVIEW OF THE GTR MARKETPLACE

Location & Population

111. GTR AIR SERVICE TRENDS

Traffic History

Cost Of Flying GTR - Going Up

Market Atrophy

Fare Levels - Out of Line With The Region

Even Leisure Fares Are Out of Line

The Grant Will Materially Alleviate The Fare Problem

IV. THE GRANT REQUEST

Grant Structure & Application

GTR-DFW Traffic & Revenue Projections

AA GTR-DFW Traffic Projections

Substantial Support Will Come Independent of The Grant

V. GRANT IMPLEMENTATION 8z ADMINISTRATION

Grant Amount & Local Match

Grant Application

Community Private Sector Grant-Related Activities

Program Funding

7

11

12

12

13

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16

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17

18

19

19

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Docket OST-2007-27370 Proposal Under the Small Community Air Service Development Grant Program


Summary of Application

The Golden Triangle Regional Airport (GTR), serving Columbus-Starkville- West Point, Mississippi, hereby submits a proposal for a grant of $500,000 under the Small Community Air Service Development Program, with the objective of funding a risk-abatement program to attract a second carrier to the airport.

The region served by Golden Triangle Regional Airport has evolved over the past three years into one with substantial new domestic and international investment. Unfortunately, the community has not seen airline service match this growth. In fact, due to upheavals in the airline industry, not only has GTR lost significant air service access, but has suffered from an excruciating increase in fares. Between the third quarter of 2004 and the third quarter of 2006 (the latest data available) average fares have skyrocketed by over 3S0/o, and the airport has lost almost one auarter of its passenger traffic.

The Grant will make possible the restoration

five years due to

of capacity and hub access lostover the Past

upheavals in the airline industry.

Five years ago, the airport had service to three gateway connecting hubs. Today, GTR is served by only one carrier system - Delta - which provides service only to that carrier system’s hub at Atlanta.

Because of the new in-migration of business investment in the region, this has developed into an enormous deficiency not only in capacity, but in directionality of service. Westbound-oriented service is now desperately needed to maintain, sustain, and increase the business investment that the region has enjoyed over the past five years.

As the Department is well aware, airlines today are reticent to take risks, particularly at smaller airports. Despite the increasing economic base of the region, as well as the establishment locally of businesses with strong ties in the western US, airlines have expressed serious concerns about adding new service at GTR without some financial safety-net to reduce their risk. Therefore, the community and the Airport respectfully request favorable consideration of this grant request.

The data developed by the Airport show that service to a western-oriented connecting hub from GTR will very quickly be self-supporting. Time, however, is of the essence, in that competitive omni-directional service from Jackson and Birmingham are drawing increasing numbers of consumers from the GTR service area.

The massive in-migration of business and the resulting creation of new, high-paying jobs will easily and profitably support more air service. The Airport has been in contact with the two carrier systems that can provide the



necessary western access (American and Northwest) and both have indicated interest, if the community can provide risk-reduction mechanisms.

We believe that this grant request is entirely consistent with the spirit and the intent of Congress in creating the Small Community Air Service Development Grant Program. Further, the community fully believes that the public investment represented by the Grant will be one that results in material improvement of the regional economy.

The Airport and the community appreciate the Department’s time and efforts in reviewing this application, and look forward to favorable consideration.

Please direct all correspondence and inquiries regarding this document to:

Mr. Mike Hainsey Executive Director Golden Triangle Regional Airport 2080 Airport Rd. Columbus, MS 39701 Tel. (662) 327-4422



I. Proposal Details

Airport and Community Name:

Golden Triangle Regional Airport (GTR) 2080 Airport Road Columbus, Mississippi 39701

The GTR airport has as its immediate service area, the cities of Columbus, Starkville, West Point, and the counties of Lowndes, Oktibbeha, and Clay.

Additional Community Members

This Grant application is supported by five public entities, listed in the Appendix B of this document.

Project Sponsor

The Golden Triangle Regional Airport is the legal sponsor of this application.

Project Description:

This proposal requests $500,000 in Grant funds, to be matched by $150,000 in matching funds from the community. The program’s total funding is $650,000, plus in-kind incentives provided to the carrier.

The region served by GTR, despite strong economic growth, has seen a near-disastrous decline in levels of air service access, accompanied by a skyrocketing in fares charged consumers. Because of upheavals in the airline industry over the past five years, the community now finds itself with service to only one air gateway - the Delta hub at Atlanta - which provides no directional westbound air service access, but only time- and fare-consuming backtrack routings. Not only does the community suffer insufficient capacity, but all passengers going west must connect via Atlanta, resulting in very expensive and time-consuming routings from the West Coast.

The grant will provide a one-year program of revenue guarantees to provide an offset to the risks attendant to an airline shifting aircraft and resources to serve GTR.

There are two target carriers that have in the past expressed interest in the burgeoning economic growth and air service opportunities that are represented by the GTR region. One is American Airlines, with its connecting hub at D/FW International Airport, and the second is Northwest, with its connecting hub at Memphis. Because of shifting strategies within the airline


6 __ Golden Triangle Regional Airport

industry, one or the other of these carriers may not find it possible to expand to GTR within a reasonable time period subsequent to the award. Therefore, the community will approach first American, with a back-up being Northwest. Both offer westbound connectivity, and both represent carriers that can address the air service deficiency at GTR, while finding strong net- new system traffic.

Support Programs Will Be Funded Entirelv Locally

The Grant requested herein will be used strictly as a revenue-guarantee mechanism to provide a risk-offset mechanism for the carrier. Separate and exclusive of this fundincl, the community will unilaterally establish promotional and marketing programs to support the service. No Grant funds will be used for this purpose.



11. Review of The GTR Marketplace

Location & Population

The population of the Golden Triangle Regional core catchment area is approximately 230,000. Ostensibly, the service area extends to within approximately 75 miles of Jackson to the south, and Birmingham to the east.

Unfortunately, the actual current service area is significantly smatler due to the major reductions in service at GTR and the increasing fares charged. As a result, there is now very high - and increasing - leakage to these other two airports.

The increasing amount of leakage to other airports will be reversed by the new service which will

be incubated by the Grant funding.

Both Jackson and Birmingham enjoy substantial low fare airline service. However, the main reason for traffic leakage from GTR is simply lack of adequate capacity and frequency, which has in turn resulted in higher fares.


Over the past five years, the entire composition of the GTR region economy

has shifted toward a global focus.

The air service supported by this Grant will be

critical to keeping this growth in the future.


GTRs Economic Base: International I n Scope

The region served by Golden Triangle Regional Airport has become the focus of very robust domestic and international investment. Just the latest of these include:

SeverCorr: A European-Russian consortium is completing the nation’s most advanced, state-of-the-art steel mill. This will ultimately create over 1,200 new, high-paying jobs.

American Eurocopter: A subsidiary of EADS (which also owns Airbus) has established and is expanding a major helicopter manufacturing facility.

SMS: A major manufacturer and supplier of equipment related to the steel industry has begun operations in the region.

Aurora Flight Sciences: This manufacturer of unmanned drones for military applications has established a factory adjacent to GTR Airport. Current plans are for 300 employees.

Stark Aerospace: A subsidiary of Israel Aerospace Industries is building a facility at GTR.

Clearly, these are not indicative of a dying, rural economy, but instead are proof of the global nature of the future employment base of the region. To support and nurture this, however, the current levels of air service are not adequate, and therefore are threatening future investment.

Docket OST-2007-27370 Proposal Under the Small Community Air Service Development Grant Program.


111. GTR Air Service Trends

Current Air Service

Golden Triangle Regional Airport is today served only by the Delta Air Lines system, with three daily nonstops operated by Delta Connection to Atlanta.

Because of shifts in the airline industry, GTR has seen air access drop from

three gateways to just one, with only three daily

departures.

DFW access was lost due to the dosure of Delta’s hub there. Memphis access was eliminated due to fleet re-structuring at Northwest. Today, economic growth at GTR points to solid

traftic to support service to either - or both - of these connecting hubs -American at DFW or Northwest at MEM.

GTR has been the victim of airline industry events entirely outside of its control, and that are totally counter to the enormous economic growth that the region has attracted in the past five years.

In 2003, due to a re-alignment of its Memphis hub and the regional airline fleets that it operates there, Northwest discontinued service to GTR.

0 In 2004, Delta Air Lines completely pulled-down its connecting hub operations at Dallas/Ft.Worth International, eliminating not only access to that important commercial center, but also access to destinations across the West.


GTR today has only a little more than 25% of the capacity it enjoyed

just four years ago.

This was experienced in a marketplace that has

seen enormous in- migration of industrial

growth.


The result was that GTR was relegated to only three daily flights to the Delta hub at Atlanta. In 2005 and 2006, runway construction at ATL resulted in significant flight delays and cancellations in service to GTR, again increasing leakage to Jackson and to Birmingham. The net results of these three major events is reflected in the near-catastrophic reductions in hub access, in capacity, and in flight frequencies at GTR.

A n I 20 1 CRJ I 50 I 1.000 I

From an array of 77 weekly departures in 2003, Golden Triangle Regional is now at just 20 departures, all to the east, to Atlanta. Seat capacity is down by almost two thirds during this same period.

The Airport and the Community would again point out that the Grant requested herein will materially address this situation, and will be a major step in protecting the growth in jobs seen in the region, as well as attracting additional economic expansion. It is unfortunate that the current state of the airline industry is such that carriers do not have the luxury of entering (or re-entering) small community markets without some structure in place that can offset the risks of doing so. 4



The Small Community Air Service Development Grant Program was designed for specifically this type of application, and the Community is confident that with the Grant, GTR will join the long list of airports across the nation that the Program has successfully assisted in addressing such deficiencies.

Traffic History

As might be expected by the major decline in air service at GTR, traffic has fallen year by year.

Even As The Local Economy Has Grown, GTR Enplanements Have Plummeted

Due To Decreased Service & Skyrocketing Fares

The post-9/11 cutbacks began to reflect in enplanements in 2003, and with the elimination of Northwest Airlink service to Memphis, and the subsequent elimination of Delta service to DFW, the dangerous spiral was in full motion. Service reductions cut traffic, and that in turn began a trend toward increased fares.


The average one-way fare paid today at GTR is over $300 - up 35% in

just two years. ORD DTW DEN


$21 3.23 $320.72 50.4% $140.64 $320.72 128.0% $250.52 $239.90 -4.2%

Cost Of Flying GTR - Going Up

Accompanying the reduction in air service a t GTR has been a major shift in fares - upward.

To illustrate this increase in fares, the Airport reviewed the average ticket prices paid by consumers in the third quarter of 2004 (including taxes and fees) to ten of the currently-indicated largest O&D markets at GTR. These were then compared to the average fares paid to those same destinations in the fourth quarter of 2006. The changes are dramatic.

I 1 ATL I $212.55 I $257.07 I 20.9% DCA 1 $192.74 I $371.36 I 92.7%

The numbers show, without question, that fares at GTR have skyrocketed in the absence of competition and flight frequency. The average fare paid by GTR consumers went up over 35% in just two years.

This jump was concurrent with, and was the result of, the loss of service and competitive capacity in the market.

Market Atrophy

Another anecdotal piece of information is the destination distribution of passengers using GTR. I n the 3rd quarter of 2004, there were 33 O&D destinations with quarterly passenger numbers over 150. By the 3'' quarter of 2006, there were only 18 markets that experienced that level of passenger traffic.

The reasons, particularly in light of the high levels of domestic and international investment in the region during that period, can be placed


13 ~ Golden Triangle Regional Airport

Q J ~ R

OJAN

entirely at the feet of the decline in capacity, frequency and competitive service at GTR. This Grant will begin to reverse this trend.'

$724 $724 $724 $724 $724 $629 $724 $724 $724 $629 $724 $724

$219 $200 $339 $112 $162 $176 $334 $369 $319 $179 $279 $321

$211 $242 $339 $154 $169 $183 $315 $594 $339 $125 $339 $579

Fare Levels - Out of Line With The Region

As of April 2007, the fare situation appears to only be getting worse due to lack of adequate airline capacity and frequency.

The region served by Golden Triangle Regional Airport is one focused on business - the business that has been created by global companies such as SeverCorr, American Eurocopter and Israel Aerospace investing in facilities in the region. Therefore, access to air service goes hand-in-hand with access to reasonably-competitive fare levels. It is here, again, where the need for this Grant is apparent.

For walk-up business fares - within three days of travel, which is typical of this segment - GTR's situation has become serious when compared to fares being charged at the other two main airport alternatives in the region.

Even Leisure Fares Are Out of Line

Typically, even in smaller markets, the pricing of leisure fares can tend to be much more in line with larger cities than are business fares.

Source: Airports:USAB DataMiner tables based on reported airline information for the quarters in question. Fares include taxes and fees.



mGTR

BBMI

n JAM

The reason is that leisure fares are allocated to capacity that the carrier determines may be "excess'' and can be sold if offered at the right price, based on very complex and sophisticated forecasting and pricing models.

But even here, GTR does not fit the industry template. The lack of capacity and frequency results in even advance-purchase leisure fares being much higher than other cities in the region.

I

$220 $230 tza6 $230 $230 $179 $137 $134 $180 $82 $161 $116 $166 $116 $170 5102 $124 $124

Even 30-Day Advance-Purchase Fares Are Much Higher At GTR

Fares Asof #IOIO7

While it is understandable that Orlando would exhibit a large variance, due to the presence of nonstop Southwest flights to that destination from both Birmingham and Jackson, the differential to large destinations such as DFW and Los Angeles are of concern.

The Grant Will Materially Alleviate The Fare Problem

The community and the Airport in no way expect that the beneficial results of the requested Grant will fully change this situation. Both Birmingham and Jackson are large, vibrant communities that can and do support much higher levels of air service. But the current eastbound directionality of having only A n as a gateway, combined with capacity that is barely one third of the tevels of three years ago, and the conclusion is obvious that the service the Grant will incubate will return GTR much closer to a competitive level in the region.


The service supported by the Grant has been successful and self-

supporting in the past.


IV. The Grant Request

Based on the above data, the Airport and the community have determined that the most pressing need is to recruit additional capacity and frequency that alleviates the current counter-directionality for travel to and from the Western US.

The Grant Wilt Make Possible The ~ - Re-establishment ~ - - - - _ _ Of Service To A Westbound Hub

I n that, there are two highly probable airline targets for this grant.

One is American Airlines, with service to its global hub at Dallas/Ft.Worth International Airport. This will not only re-establish service to the important DFW Metroplex, with which GTR has several commonalities of business interest, but it will provide connectivity to dozens of destinations in the US west, to industrial points in northern Mexico, and to points in Asia as well. American has shown renewed interest in accessing traffic from emerging business centers in the Deep South, of which GTR is certainly one.’

But the Airport fully understands that airline strategies are very fluid and can change almost overnight. Therefore, in the event that negotiations with AA are not fruitful, the second option will be re- establishing service to Northwest’s hub at Memphis.

’ AA has recently increased service at auto-centric Shreveport, and has added service to a number of destinations in the Deep South. It has requested market data also from GTR.


The airline industry chaos that caused the reduction In Service at GTR is now essentially

over.

Nevertheless, airlines refuse to take risks in expanding to smaller

communities.

16 . Golden Triangle Regional Airport

Northwest has now essentially finalized its fleet plan as it emerges from bankruptcy protection. The Memphis operation accesses all the key markets that the GTR business base needs in the US west. Furthermore, Northwest has a strong track record in successfully utilizing Small Community Air Service Development Grants over the past five years. In such markets, the carrier has shown enormous cooperation and energy in making SCASD-supported service become self-sustaining .

Grant Structure & Application

The Airport and Community were fortunate to have received an earlier Grant for the purpose of engaging in marketing efforts to support incumbent carriers. During the interim period, however, one of the incumbents re- structured and eliminated service at GlR, and the other, Delta, filed for bankruptcy.

These challenges are now behind GTR. Delta will be out of Chapter 11 protection by the date this application is filed, or shortly thereafter. Northwest, a target of the Grant, is also coming out of bankruptcy and has indicated plans to add to its Airlink jet fleet, including at its Memphis hub. American, also a potential target, has not been in bankruptcy, and has shown interest in increasing its presence in the Deep South.

With these points in mind, the entire intent of the Grant is to provide a risk- offset for incubating and supporting the successful establishment of service to a westbound gateway, in this case, either the AA hub at DFW or the NW hub at Memphis.

The community is fully prepared to support this new service with a unilateral and indemndent funding of $50,000 for promotional efforts. None of these dollars will be from Grant funding, as current rules prohibit use of program funds for projects supported by earlier awards.

GTR-DFW Traffic & Revenue Projections

It can be said at the outset that the GTR-DFW market is a viable one. Delta, which operated a smaller connecting hub at DRN International than does American today, operated successfully until Delta made the corporate decision to close their DFW hub.

The traffic and revenue analyses accomplished by the Airport are felt to be highly conservative in light of the fact that there is today no directional westbound service from GTR. Therefore, the community and the Airport believe that the service will be self-sustaining very soon after initiation.


17 . Golden Triangle Regional Airport

AA GTR-DFW Traffic Projections

DFW - GTR Mileage Equipment Service Pattern Annual Segments Block Time Annual Block Hours Annual Seats Annual ASM Estimated Cost Per Hour Estimated CASM

490

2 RT 1,223 1.55

1,896 61,152

29,964,480 $2,292 0.145

EMB-145

Traffic PDEW Revenue

Local Traffic GTR-DFW 9,358 12.8 $2,080,288 Domestic Connect DFW 28,290 38.8 $6,041,993 International Connections 2,958 4.1 $2,070,272

Tota Is 40,606 55.6 $10,192,553

Less Displacement (40% of Connect) Net System Revenue I $3,244,906

$6,947,647

Segment RPMs 19,896,802 Segment Load Factor 66.4%

One of the factors that point to this service being important to the economy of the region is the expansion of American Eurocopter, which has a large plant and facility in the DFW Metroplex.

Air Service Development Activities at GTR: Pre- & Post-Grant

The GTR Airport and the Community have engaged in an active air service development program. On-going activities include 'contact and liaison with the incumbent carrier, as well as consistent contact with the three main carriers that have potential of adding service at GTR - American, Northwest, and Continental.

However, as outlined in this document, major changes and events within the airline industry have made these efforts difficult and daunting. Even with



this, however, the Airport has continued dialog with carriers. It has also maintained community outreach, with events held to update the public on current service and activities in regard to recruiting new flights.

Based on the demonstrated demand in the region, and the major downturn in capacity and frequency, the Airport fully believes that the service that the Grant will make possible will quickly ramp up to traffic levels that will not require additional financial support beyond the term of the Grant.

However, as noted below, the Community is investing another $50,000 of its own independent funding to support new service at GTR. This will continue after the end of the official Grant period.

Substantial Support Will Come Independent of The Grant

As noted elsewhere in this document, the proposal contemplates Grant funding, combined with a substantial local match, that will be used exclusively for a risk-reduction program to establish additional air service at GTR.

I n addition to this, and separate from the Grant program itself, the Community plans to unilaterally and separately expend $50,000 on a comprehensive support and promotional program to assure the service is a success. There will be no marketing or promotional expenditures attached to the Grant program itself.


The Community is requesting $500,000 to

be matched with $150,000 in hard

contributions for total program Grant-related

program funding of $650,000 for a risk- abatement program.

Seuaratelv. un ilaterallv, and indeu- of this program, the Community

is investing $50,000 in promotional efforts to

support the new service, the cost of which will be

borne 100% by the Community.

I 9 - Golden Triangle Regional Airport

V. Grant Implementation & Administration It is noted that the Grant is intended solely to provide a revenue-guarantee and risk-offset for the target carrier. All other corollary support activities will be funded by the community on a 100°/~ basis.

Grant Amount 81 Local Match

The community is requesting a grant in the amount of $500,000 from the Small Community Air Service Development Program. This will be matched by $150,000 in hard funds by the community for a total funding of $650,000.

Grant Application

The program herein is not intended, nor will it be used as, a fare or cost subsidy for the target carrier. It will be in place as a safety net in the event that reasonable, pre-agreed upon traffic and revenue goals are not met during the period of the Grant, which is proposed to be for one year from the date of service initiation.

This means that the funds will be drawn upon only in the event that agreed- upon revenue levels are not met. These will be negotiated with the target carrier, based on reasonable cost and fare assumptions.

The Community would point out to the Department that service to both of the connecting hubs noted in this proposal has been successfully operated in the recent past. Therefore, the Community believes that the risk to the Department’s limited Grant funds relatively low.

Community Private Sector Grant-Related Activities

In addition to the local match of $150,000, the Community partners will accomplish the following, in cooperation with the Golden Triangle Regional Airport.

1. Upon notification of Grant award, the Community partners will initiate substantive negotiations with the target carrier, American, for implementation of service to Dallas/Ft.Worth.

2. These negotiations will establish baseline route costs, revenue projections (including credit for contribution to flow revenues beyond DFW), as well as agreements regarding fare levels and capacity in key fare buckets.



3.

4.

5.

6.

7.

a.

A timeline will be established with revenue trigger-points and goals expected monthly through the 12-month period. An acceptable ramp time for the carrier to gain market acceptance will be predetermined.

The Community will monitor key metrics to assure maximum revenue build. These include on-time performance, schedule reliability, fare compatibility and compliance with predetermined fare offerings.

The Community will be responsible for completion and submission of the GTR/Airline Agreement to the DOT for approval.

The Community will assure that quarterly progress reports are completed for the Department.

The Community will audit the carrier data and statistics to assure compliance with the service agreement.

The Community will be responsible for submitting its portion of any revenue guarantee shortfalls to the carrier.

I f a substantive agreement cannot be reached with American Airlines to assure service is initiated within a reasonable time period, the Community and Airport will initiate the above activities with Northwest.

Program Funding

The proposed total funding would be based on the local/federal ratio of the total program dollars.

The local match, representing 30% of the Grant requested, is in addition to other local support activities that do not involve any expenditure of Grant funds.


APPENDIX B Page 1 of 3

SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM

DOCKET OST-2007-27370

SUMMARY INFORMATION

All applicants must submit this information along with their proposal. In addition, applicants

also fill out form SF424 on http://www.grants.gov. (See Appendix C for the SF424 filing

process)

A. APPLICANT INFORMATION: (CHECK ALL THAT APPLY)

El Not a Consortium 0 Interstate Consortium 0 Intrastate Consortium

0 Q

Community now receives EAS subsidy

Community (or Consortium member) previously received a Small Community Grant If previous recipient, expiration date of grant: March l7 2o07

B. PUBLIC/PRIVATE PARTNERSHIPS: (LIST ORGANIZATION NAMES)

Public Private

1. 1. city of Columbus ~

2. City of Starkville 2.

3. City of West Point 3.

4- Lowndes County 4.

5. Oktibbeha County 5.

c. PROJECT PROPOSAL: (CHECK ALL THAT APPLY)

0 Marketing 0 Upgrade Aircraft Kl NewRoute

17 Personnel 0 Increase Frequency 0 Low Fare Service

0 TravelBank Service Restoration Subsidy

http://www.grants.gov


0 El a

D.

Q Q

Surface Transportation

Revenue Guarantee

Start Up Cost Offset

Study

0 0 0

Regional Service 0 Other (specify)

Launch New Carrier

First Service

Secure Additional Carrier

EXISTING LANDING AIDS AT LOCAL AIRPORT:

Full ILS esI OuterMiddle Marker IEl Published Instrument Approach

Localizer 0 Other (specify)

E. . PROJECT COST:

Federal amount requested: $ 5 0 0 , 0 0 0 . 0 0

Total local cash financial contribution: $ 1 5 0 , 0 0 0 . 0 0

Airport funds:

‘Non-Airport funds:

State cash financial contribution:

Existing funds:

New funds:

Airport In-kind contribution:

(amount & description)

Other In-Kind contribution:

(amount & description)

Total cost of project: $650.000.00

F. ENPLANEMENTS:

2000 41,386 2003 33,294


G. IS THIS APPLICATION SUBJECT TO REVIEW BY STATE UNDER EXECUTIVE ORDER 12372

PROCESS?

0 a. This application was made available to the State under the Executive Order 12372

Process for review on (date)

b. Program is subject to E.O. 12372, but has not been selected by the State for review. 0 e. Program is not covered by E.O. 12372.

H. IS THE APPLICANT DELINQUENT ON ANY FEDERAL DEBT? (IF “YES”, PROVIDE

EXPLANATION)

No 0 Yes (explain)

OMB Number: 4040-0( Expiration Date: 01/31/2(

Version APPLICATION FOR FEDERAL DOMESTIC ASSISTANCE - Short Oraanlzational

3. DATE RECEIVED: Completed Upon Submission to Grants.gov

* 1. NAME OF FEDERAL AGENCY:

Office of Aviation Analysis

2. CATALOG OF FEDERAL DOMESTIC ASSISTANCE NUMBER:

SYSTEM USE ONLY

20.930 I

!080 Airport Rd.

CFDA TITLE:

'ayments for Small community Air Service Development

1

;olumbus

30T-GRANTS-012007-001 I

I

TITLE:

I

?.mall Community Air Service Development Program

c. Proposed Project: Start Date: I06/30/2007 I End Date: )09/30/2009

i. APPLICANT INFORMATION ~

~~

a. Legal Name: ;olden Triangle Regional Airport

~ ~ ~~~~ - State: Province:

MS: Mississippi

:. Web Address:

d. Type of Applicant: Select Applicant Type Code(s): D: Special District Government

rype of Applicant:

'ype of Applicant:

I I i. PROJECT INFORMATION

a. Project Title: ,pplication for a grant under the Small Community Air Service Development program

b. Project Description: Ibtain grant to resolve air service deficiency in accordance with requirements in DOT Docket OST-2007-27370

http://Grants.gov

OMB Number: 4040-0003 ExDiration Date: 01/31/2007

Version 1 APPLICATION FOR FEDERAL DOMESTIC ASSISTANCE - Short Organizational

7. PROJECT DIRECTOR

Social Security Number (SSN) - Optional: ! I Disclosure of SSN is voluntary. Please see the application package instructions for the agency's authority and routine uses of the data.

Prefix:

lk-----l * First Name: Middle Name:

Michael

662-327-4422 662-327-6687

Streetl: Street2:

2080 Airport Rd.

City: County:

Columbus I State:

8. PRIMARY CONTACT/GRANTS ADMINISTRATOR

Social Security Number (SSN) - Optional:

7 7 Same as Project Director (skip to item 9):

I I

Disclosure of SSN is voluntary. Please see the application package instructions for the agency's authority and routine uses of the data.

Prefix: * First Name: Middle Name:

Ms. Angela I

' Telephone Number: Fax Number:

662-327-4422 662-327-6687 1 * Streetl: Street2:

2080 Airport Rd.

' City: County:

Columbus

' State: Province:

I MS: Mississiooi

' Country: Zip/Postal Code:

USA: UNITED STATES 39701

OMB Number: 4040-0003 Expiration Date: 01/31/2007

APPLICATION FOR FEDERAL DOMESTIC ASSISTANCE - Short Organizational

9. By signing this application, I certify (1) to the statements contained in the list of certifications" and (2) that the statements herein are true, complete and accurate to the best of my knowledge. I also provide the required assurances** and agree to comply with any resulting terms if I accept an award. I am aware that any false, fictitious, or fraudulent statements or claims may subject me to criminal, civil, or administrative penalties (U.S. Code, Title 218. Section 1001)

* * I Agree

** The list of certifications and assurances, or an internet site where you may obtain this list, is contained in the announcement or agency specific instructions.

AUTHORIZED REPRESENTATIVE

Version 0

Prefix: First Name:

Mr. Michael 1 Middle Name:

P. t

I - I

Last Name: Suffix:

Hainsey

Title:

Executive Director

Email:

[email protected]

Authorized for Local Reproduction Standard Form 424 Organization Short (04-2005)

Prescribed by OMB Circular A-102

mailto:[email protected]

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