52 OPERATIONS July | August 2026 AirportImprovement.com SPI sources, the shop can curb greenhouse gas emissions and offer “green” servicing for large business-class jets. As other tenants look toward future electric or hydrogen propulsion systems, SPI already has the “pipes” in place to support them. The Megawatt Challenge While 100% electrification is a significant milestone, accommodating regional electric aircraft requires a massive scale- up in power delivery. This was a primary focus of the 2½ year study Hanson Professional Services conducted for the airport. Susan Zellers, senior project manager and assistant vice president for the firm, notes that SPI is in a fortunate position because its municipal power company has the capacity to increase its feed to the airport. However, the sheer intensity of charging eVTOL requires a different technical approach. “One of the key things we identified is that you have to develop Battery Energy Storage Systems, or BESS,” Zellers explains. The amount of electricity potentially needed is staggering. The draw to charge a standard general aviation electric aircraft is akin to the amount needed for a large electric vehicle, but regional hybrid aircraft—the type likely to connect Springfield to Chicago— will require much more, especially for quick turnarounds. “You’re just not going to be able to pull it off the grid in that amount of time,” Zellers says. “Realistically, it’s the [BESS] system you’re going to need to have.” That type of setup would allow the airport to charge the system in off-peak times when there’s less demand, which helps manage costs, she notes. If aircraft need charging during the middle of the day with peak power, BESS can provide more cost-effective fueling—with electrons instead of fossil fuel. Strategic Land Use Perhaps the most visible sign of SPI’s transformation is the decommissioning and removal of Runway 18-36 in 2022. While losing a runway is often seen as a step backward, it was a strategic calculation in this case. Hanna explains how and why: Runway 18-36 needed improvements but did not qualify for associated FAA funding. Because the airport has two longer runways for aircraft to use, rehabilitating 18-36 without a federal grant was not affordable and seemed unnecessary given the infrequent use. Instead, the airport explored opportunities to redevelop the airfield space into a stronger asset for the community, adds Zellers. The result is the Air Commerce Park, a massive development zone with about 180 acres divided into two strategic areas. The north end is reserved for aviation use due to its proximity to the maintenance, repair and overhaul facility and other existing aeronautical development. The south side, located near a primary community thoroughfare, is open to a mix of aviation and non- aeronautical use. This synergy could attract restaurants, manufacturing and support industries for nearby National Guard facilities that complement the airport’s mission, notes Zellers. The Vertiport Blueprint A key component of the Air Commerce Park is the placement of vertiports. The team from Hanson used current FAA standards— derived largely from helicopter guidance—to identify potential sites in each quadrant of the airport. “Our goal was to give the airport a plan with the flexibility to adjust as the industry develops,” Zellers says. The study identifies alternatives based on specific use cases: • Terminal sites for regional passengers arriving on eVTOL aircraft and connecting to traditional flights. • Commerce park sites for operators using Advanced Air Mobility to fly in high-value cargo. • Control tower sites, potentially for a training facility where students can learn to maintain or fly these new airframes. Zellers emphasizes that by reserving airfield space now, SPI is positioning itself at the forefront of innovation. Training the “Avtechs” of Tomorrow For Hanna, building a “smart airport” is about more than electrons and concrete; it is about human capital. As a result, SPI has cultivated a deep relationship with Lincoln Land Community College, which has an onsite program to train airframe and powerplant technicians. “This allows students to learn this new technology with the OEM operators coming in,” Hanna says. “We want to start training the “avtechs” of the future—people who know how to troubleshoot the software and maintain the technology of these new airframes.” The collaboration also extends to Southern Illinois University, which is working with SPI to bring a satellite flight training program to the field. SUSAN ZELLERS The airport is adding infrastructure now to support future Advanced Air Mobility traffic.
View this content as a flipbook by clicking here.