Clear Skies Ahead

With Electric Aircraft and Untapped Runway Capacity, a Central Washington Airport Emerges as the Unlikely Solution to the Pacific Northwest’s Air Travel Gridlock

In the heart of Washington state, where 300 days of sunshine meet vast agricultural expanses, Yakima Air Terminal represents an unlikely solution to one of the Pacific Northwest’s most pressing infrastructure challenges. While Seattle-Tacoma International Airport struggles with record-breaking passenger volumes exceeding 52 million annually, this central Washington facility offers something increasingly rare in aviation: capacity.

“We have a 7,604-foot-long runway that can accommodate 737s, even some 757s,” says Robert Hodgman, the airport’s director who brings both military aviation experience and business acumen to the role. “We’re a primary diversion site for commercial service flights that are unable to land in western Washington and western Oregon.” The airport’s capability was dramatically demonstrated in December 2023 when an Airbus 340 from London, after three failed attempts to land in Seattle, touched down safely in Yakima.

Founded in 1926, the airport carries a unique heritage through its full name: Yakima Air Terminal McAllister Field. Charlie McAllister, whose flight certificate bore Orville Wright’s signature, trained Army Air Corps pilots here during World War II. Today, the facility serves as both a piece of aviation history and a forward-looking hub for multiple sectors.
Commercial flights through Alaska Airlines connect the region to Seattle, while military aircraft from nearby Yakima Training Center conduct regular operations. The presence of Cub Crafters, employing hundreds in aircraft manufacturing, adds what Hodgman describes as “tremendous capacity” waiting to be fully utilized.

Beyond Passenger Service

Yakima Air Terminal hosts a complex ecosystem of aviation activities that mirror the diversity of Washington’s aerospace industry, which generates $70 billion annually and employs over 250,000 workers statewide.

“We have a large general aviation community here, not only recreational aviation, but a lot of business jet aviation,” Hodgman explains. “Airlift Northwest provides critical medical evacuation services to Western Washington, Seattle for that higher level of care.” The Department of Natural Resources maintains aerial wildland firefighting operations at the airport, responding to the heightened fire risks in the region’s arid environment east of the Cascades.

Meanwhile, Cub Crafters produces specialized short takeoff and landing aircraft, contributing to an aviation manufacturing sector that has kept Washington ranked first nationally in aerospace exports for over a decade. Military operations add to this. “We regularly have Navy P-8s touch and go as well as a lot of activity from the Air Force and C-17s,” notes Hodgman. “We’re just a few miles from the Yakima Training Center, which is primarily run by the Army but is used by many different services including international, like the Japanese.”

Agricultural aviation plays a crucial role in supporting Yakima County’s $2.3 billion farming industry. With the valley producing 75% of America’s hops and serving as one of the world’s largest hop suppliers, business jets frequently transport international buyers during the annual September hop harvest. “We have a big volume of travelers who come in every September for their annual hop buy,” Hodgman says, highlighting how aviation infrastructure directly supports the agricultural economy that employs nearly 29,000 workers locally.

Modernizing McAllister Field

The terminal modernization project encompasses practical needs and community sentiment. Built in 1950, with its last major renovation in 2000, the facility requires substantial updates to meet contemporary aviation demands. Yet the upgrade plans address more than infrastructure alone.

“When I arrived, the community told me they wanted three things,” Hodgman recalls. “They wanted the restaurant back—apparently that was the place to be. They wanted to make sure that McAllister Field stayed as part of the name of the airport, and they wanted a flight to Vegas.” While direct Vegas service remains elusive, the airport now offers charter flights to Laughlin, Nevada, addressing at least part of that wish.

Construction currently underway includes roof and HVAC system replacement, with a new baggage claim system arriving later this year. Solar canopies will cover parking areas, contributing to sustainability efforts while the terminal undergoes comprehensive renovation. “We have an architect under contract to design the entire terminal modernization program,” says Hodgman. “Next year we’re planning to upgrade our ticketing area as well as our baggage screening and air cargo areas. And then the following year, bringing back the restaurant.”

The crosswind runway rehabilitation is another critical upgrade. After years of deterioration threatening closure, the 2024 FAA Reauthorization Act created a new Legacy Crosswind Runway category that Yakima qualifies for. “We have the funds, and we are getting ready to move forward later this year with design for the runway and then construction rehabilitation next year,” Hodgman confirms. The runway serves essential functions for FedEx, UPS, and medical evacuation flights during the valley’s notorious crosswind conditions, making its preservation vital for maintaining the airport’s diverse operational capabilities.

Solving Seattle’s Capacity Crisis

With SeaTac Airport handling over 50 million passengers in facilities designed for 30 million, the region faces an aviation infrastructure crisis. A state commission spent three and a half years searching for solutions, ultimately finding no viable sites for new airports or expansions in Western Washington.

“When you have a significant capacity shortfall and an estimated continued demand, how do you solve that?” Hodgman asks. “The obvious conclusion is we have to tap into our resources east of the Cascades.” His solution leverages 17 general aviation airports in the Puget Sound area, each capable of accommodating electric aircraft with runways of 3,000 to 3,500 feet.

The concept transforms travel patterns fundamentally. Rather than driving to congested SeaTac, passengers would depart from local airports without TSA screening, fly to Yakima or other regional hubs, then connect to their final destinations. “There’s less travel time on the road, lower cost, less congestion, lower emissions, and then their travel experience is much less of a hassle,” explains Hodgman.

Yakima’s current four commercial operations daily contrast with SeaTac’s 80 operations per hour at maximum capacity. Similar unused capacity exists at Wenatchee, Tri-Cities, and other Eastern Washington airports. “We have this tremendous capacity to absorb the increasing demand of travelers while at the same time solving the over-capacity problem in Seattle,” Hodgman notes.

The Puget Sound Regional Council projects that by 2050, 27 million passengers and 800,000 metric tons of freight will lack capacity at Seattle airports. Distributed Air Service addresses both challenges by utilizing existing infrastructure. “The local communities and airports, the regional hub airport, and travelers all benefit,” says Hodgman. “Many of these airplanes are all electric. So, zero emissions, lower operating costs, lower maintenance costs.”

Electric Aviation Pioneer

Yakima positions itself at the forefront of Washington’s electric aviation movement, joining five other state airports pursuing federal infrastructure grants. With companies like Heart Aerospace that recently moved their headquarters to the United States, targeting 2027 for commercial electric passenger service, the timeline for implementation grows increasingly urgent.

“The industry is definitely moving in that direction,” Hodgman states. “We are working to have electric charging stations here. We want to be the early adopter.” The airport has identified nine potential charging locations and designated two terminal gates to receive non-TSA screened passengers from electric aircraft.

The aircraft themselves range from nine-seat electric models to 76-seat hydrogen-powered conversions, with hybrid-electric options bridging current technology gaps. “It’s probably a year, two years tops away,” Hodgman predicts for FAA certification. “Meanwhile, the capacity concerns at SeaTac continue to grow.”

The technical requirements present significant challenges. Electric aircraft need 480-volt, 750-kilowatt three-phase power, though industry standards remain unsettled. “It’s kind of like VHS and beta as far as the VCRs. They haven’t quite zeroed in on a universally accepted plug, but we’re getting closer,” Hodgman explains.

Power supply concerns go beyond the airport. Pacific Power, the local utility, has committed to providing 30 megawatts of capacity. “They understand the level of demand,” says Hodgman. “But certainly, there are peak demand and off-peak demand times.” The airport plans to install battery storage systems, charging during nighttime off-peak hours to meet daytime operational needs.

Solar is another aspect of the energy strategy. “We have 300 days of sunshine here. Airports are ideal for solar collectors,” Hodgman notes. “Going into the future, we certainly would want to benefit from solar power as well.”

Economic Gateway to Regional Growth

Airport proximity drives economic activity across Washington state, with 97% of gross business income occurring within 10 miles of airports and 70% within five miles. For Yakima, this translates into tangible development opportunities as businesses seek alternatives to congested Western Washington locations.

“I view this airport as a business, even though it’s government,” says Hodgman, whose background includes business degrees alongside his aviation experience. “We have tremendous volumes of available land here and a very available workforce. But in order for companies to be able to function, they need reliable air service.”

The new fixed base operator agreement exemplifies this growth strategy. Makito will develop 13 acres on the airport’s south end, providing not only fuel services but also FAA-certified repair station capabilities. “Seattle is becoming very, very congested,” Hodgman explains. “The challenges in the Seattle area are the prices are much higher for the same level of service. We think we’re going to have a unique niche here in Yakima of being able to provide those higher-level maintenance, repair and overhaul services, but at a more competitive price.”

Air cargo represents another expansion frontier. With SeaTac facing an 800,000 metric ton freight capacity shortfall by 2050, Yakima offers solutions through proximity to Interstate 82 and planned infrastructure. “We’re planning to extend our runway by 2,000 feet to get us out to 9,600 feet, which is now in the realm of international air cargo freighters,” Hodgman reveals. “There’s a tremendous amount of land available for development.”

Revenue diversification strengthens the airport’s business model. Taking parking operations in-house has created “a tremendous revenue source,” while lease arrangements and the planned air cargo facility promise additional income streams supporting the airport’s role as a regional economic catalyst.

From Military Aviator to Airport Director

Hodgman brings an unusual combination of military precision and entrepreneurial thinking to Yakima Air Terminal. His 24-year Army aviation career transitioned into 11 years with Washington State Department of Transportation Aviation before taking the helm at Yakima. This background proves essential for managing an airport serving both military operations and civilian growth ambitions.

“I got bit by the bug very early on in life with helicopters,” Hodgman reflects on his aviation journey. “I’m rated in helicopters and gyroplanes and airplanes.” His involvement in state-level planning, including being the lead planner and non-voting member for the Commercial Aviation Coordinating Committee and serving on the new Commercial Aviation Work Group, as well as contributing to electric aircraft feasibility studies, provided insights into the systemic challenges facing Washington aviation.

His business orientation shapes daily operations. “I just think about things in terms of business,” he says. “I’m looking at lease revenue. We recently took on our own parking in the terminal parking lot, and it’s been a tremendous revenue source. I’m always looking at where we can go to create not only more revenue for the airport, but how we can also contribute to the community.”

The immediate priorities remain clear. “It’s continuing to develop air service and continuing to develop air cargo. Those are the lifeblood of industry, and they certainly can be a huge economic driver here in Yakima Valley,” Hodgman emphasizes. His office overlooking the runway provides constant reminders of both current operations and future potential.

As electric aviation advances toward commercial reality and SeaTac’s capacity constraints intensify, Yakima Air Terminal is poised to transform from regional facility to critical infrastructure hub. Under Hodgman’s leadership, the airport embraces its role in reshaping Pacific Northwest aviation, proving that sometimes the best solutions emerge not from building new, but from reimagining what already exists.

AT A GLANCE

Who: Yakima Air Terminal – McAllister Field

What: A public-use commercial and general aviation airport positioning itself as a pioneer in electric aircraft infrastructure and distributed air service to alleviate Seattle-area aviation congestion

Where: Central Washington State

Website: www.flyykm.com