APPLICATION UNDER 

 

THE SMALL COMMUNITY AIR SERVICE 

DEVELOPMENT PROGRAM 

(Small Community Program or SCASDP) 

Docket No. DOT-OST-2014-0113 

NATIONS INVESTMENT CO /HIGH SIERRA AIRLINES, 

OCEAN HELICOPTER, FIRST IN FLIGHT & 

MINERAL COUNTY – NEVADA 

CONSORTIUM 

Legal Sponsor: Mineral County Economic Development Authority - NV 

DUNS Number: 929947182 

U.S. Congressional District: NV 02 
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TABLE OF CONTENTS 

I. Background 

II. Summary Overview 

III. SCASDP Selection Suitability 

IV. Funds Requested & Use of Funds 

V. Project Concept, Strategy & Process Framework 

VI. HSA Service / Origins & Destinations (Abbreviated Prelim) 

VII. Branding & Marketing: SAMPLE Proprietary Tactics (Abbreviated Prelim) 

SEPARATE COVERSHEET: Appendix B 

 
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I. BACKGROUND 

The Small Community Program was established by the Wendell H. Ford Aviation Investment and 

Reform Act for the 21st Century (P.L. 106-181) and reauthorized by the Vision 100-Century of 

Aviation Reauthorization Act (P.L. 108-176). The program is designed to provide financial assistance 

to small communities to help them enhance their air service. The United States Department of 

Transportation (“DOT”) through Docket DOT-OST-2012-0069 provides this assistance in the form of 

monetary grants that are disbursed on a reimbursable basis. Authorization for this program is codified

at 49 U.S.C. § 41743. The Small Community Air Service Development Program (“SCASDP”) is 

authorized to receive appropriations under 49 U.S.C.§ 41743(e)(2), as amended. Appropriations are 

provided for this program for award in FY 2014 pursuant to the FAA Modernization and Reform Act 

of 2012 (P.L. 112-95)(FAA 2012). Appropriations are provided for this program for award selection in 

FY 2014 pursuant to FAA 2012 and the FY 2014 Appropriations Act (Pub. L. No. 113-76). The 

Department has up to $7 million available for FY 2014 grant awards to carry out this program. There is

no limit on the amount of individual awards, and the amounts awarded will vary depending upon the 

features and merits of the selected proposals. In past years, the Department’s individual grant sizes 

have ranged from $20,000 to nearly $1.6 million. 

II. OVERVIEW 

Mineral County-Nevada, with its County-seat of Hawthorne, is comprised of small communities that 

meet the statutory criteria (49 U.S.C.§ 41743) for eligibility. The Hawthorne Airport, publicly-owned 

by Mineral County, that serves these small communities has not achieved small hub airport status and 

has no regular commercial air carrier service. The Airport serves a Community demonstrating 

geographic diversity and the unique circumstances that highlight the need for, feasibility of and the 

economic promise in grant assistance from the SCASDP. 

Although Hawthorne Airport and the towns comprising the communities of Mineral County did not 

and currently does not have commercial air service, they had officially partnered by Board Resolution 

with Nations Investment Company (“NIC”) for solicitation of the SCASDP DOT-OST-2012-0069 

Grant. NIC had conceptualized and commenced establishment of a Nevada Entity, HIGH SIERRA 

AIRLINES (“HSA”), as a Nevada regional airline almost two years ago in collaboration with the 

Mineral County Economic Development Authority (“MCEDA”), the town of Hawthorne and specific 

businesses in the County. NIC had determined HSA would be hubbed primarily out of Hawthorne 

Airport. 

The Consortium found out in Mid-August of 2012 that although its submission was exactly what was 

envisioned by the spirit and objective of the SCASDP Grant, the absence of having a FAA Part 119 or 

121 Certification was the crucial condition of the assessment that resulted in their decision to not 

award the 2012 submission. As a response to the debrief and further examination of the prospective 

business request arising from companies located or considering to locate in the Mineral County, data 

suggested that there would be value in providing another alternative layer with a fixed wing aviation,

coupling a helicopter component. Correspondingly, NIC sought and found a collaborator, OCEAN 

HELICOPTER (OHI), who is FAA Part 119 Certified, operating both helicopter and fixed-wing 

service as well as having an affiliated company, FIRST IN FLIGHT (FIF) that provides maintenance 
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and repair (MRO) services out of the same Municipal Airport in New Jersey. As well, the original 

Origination & Destination Strategy has been enhanced with the layering of helicopter service in the 

region. The Consortium now meets all Departmental requirements for air service certification in its 

current location and would simply seek to file the required certifications to establish operations in 

Hawthorne. 

 

This Application is structured using a Public Private Partnership (“3P) framework where Mineral 

County is the Public Partner and Mineral County Economic Development Authority a private nonprofit 

is the designated Legal Sponsor for administering the Program. NIC, OHI and FIF are the Private 

Partners operating under the HAS banner. The SCASDP provides for a 3P framework so as to establish 

a Consortium for partnering in the submission. Unlike the previous efforts to operate a viable rural 

regional airline in Nevada, HSA will operate on the premise of a comprehensive business model that 

enables access to the un- and under-utilized assets of these rural communities versus dependency on 

the appropriation of a governmental air service passenger subsidy for small communities (i.e. Essential 

Air Service – EAS) programs. Aforementioned airlines like Great Lakes Airlines terminated operations 

once they were forced to operate like an unsubsidized airline, shutting down their air service as of 

March 31, 2013. The per passenger subsidy to exceeded $1,500 and correspondingly Great Lakes 

Airlines dropped flights from Merced and Visalia along with closing their Las Vegas terminal. HSA’s 

Business Model is predicated on HSA being the Logistical Access Catalyst for Rural Nevada. In this 

role, HSA would function as the enabler of commerce (e.g., people, goods and services) to these 

Communities and redefine aspects of movement for business to these locations where rubber-tire 

access is the predominant mode for transportation now. 

III. SCASDP SELECTION ELIGIBILITY & SUITABILITY 

Eligible applicants are small communities that meet the following statutory criteria under 49 U.S.C. §

41743: The Hawthorne Airport is serving a community that is not larger than a small hub airport and 

has no air carrier service. Moreover, the Airport serving the community presents geographic diversity

and unique circumstances that demonstrate the need for, and feasibility of, grant assistance from the 

Small Community Program. 

SCASDP grants are to be awarded based on the two categories of selection criteria: Priority Selection 

Criteria and Secondary Selection Criteria. In this Application, the Consortium meets several of the 

Priority Selection Criteria. The Private Partner of the Consortium will provide the majority of the 

capital from investment and financing sources other than airport revenue sources. Local funding will 

be restricted to in-kind contributions in the portfolio of finance and funding but cash is not required for 

the Project. 

Priority Selection Criteria 

As stated earlier, the Consortium has established a 3P to explicitly structure and facilitate air carrier 

service to the public. The process directly structures the decision-making event to be mutually 

examined and reviewed, with the determination of results being intended to stimulate and foster 

commerce. MCEDA and the Mineral County Commission along with its Hawthorne Airport will carry 

the duties of policy and related approval advocacy in the Partnership. They will actively participate in 

the implementation of the Project and provide critical guidance as well as insight in decision-making to 
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NIC as to what aspects of the Business Plan best enable economic sustainability in the County and peer

counties in NV along with leading advocacy. 

The Comprehensive Business Plan (“CBP”) is premised on stimulating and sustaining material benefits 

to a broad segment of the traveling public that are present now and are desired to be pursued. This 

includes business, educational institutions, and other enterprises, whose access to Hawthorne / Mineral 

County / Rural NV is limited relative to the national air transportation system. The CBP developed for 

HSA with recommendations by MCEDA is conceived using a hub and spoke structure between other 

NV rural airports in the Origins & Destinations (“O&D”) architecture (see Section VI.). In this way, 

the Project provides critical benefits relevant to the community. Air service would offer new and 

additional access to other rural connecting hub airports. This air service would be provided at crucial 

travel times for both business and leisure travelers that would help obviate the need to drive long 

distances. In this way, Mineral County removes the impediment of logistical access that has 

historically stifled the selection of Hawthorne and other rural communities as sites for new operations 

or convenience for tourism. 

The Project has a well-defined plan and reasonable timetable for use of the grant funds. 

Since extensive preliminary survey research has been performed, much of the timetable has been 

compressed for various studies. This is true for the various marketing and promotion of the airport, 

community, carrier (HSA) and destination(s). Moreover, the strategy enables existing assets in Mineral

County and multiple other counties / communities to be repurposed and exploited. The cooperation 

between the other rural airports and Hawthorne in conjunction with HSA’s O&D schedule is designed 

to stimulate all related communities. 

Secondary Selection Criteria 

The CBP conceived by the Consortium is innovative in design and content. The Project creates a wellspring of new and creative solutions to the transportation issues facing the rural communities in NV. 

These underlying tactics (see SECTION VII.) include: resurrection of rail lines presently dormant; 

explicit packaging of intermodal or regional solutions to connect passengers to the community’s 

ground services as well as attractions (i.e., cost-effective inter/intra city passenger bus service, 

marketing of intermodal surface transportation options also available to air travelers or projects that 

have a positive impact on travel and tourism); utilizes existing businesses while encouraging others; 

and is integrated so as to serve as a template for the other rural communities that have identified 

themselves as supporters. The breath of broad community participation and support in all the Counties

is palpable (see Letters of Support) at a diverse level of government along with various industries. 

The geographic location of Hawthorne bears out the challenges of the present lack of reliable regular 

air service to this and other communities like it. The challenges in accessing larger centers of air 

service without low-fare service alternatives extends travel time and diminishes convenience. The 

impact on the profile of the population and level of business activity is indisputable. The absence of air 

service has a crucial consideration in not being selected for numerous businesses moving into 

Hawthorne. HWY 95 Redevelopment Agency has adopted sectors: Defense; Agriculture; Tourism and 

Renewable Energy, as NV’s major growth sectors identified by the Governors new economic 

development strategy for the State, MCEDA adopted it for their county and Hwy 95 RDA for the 
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region. The current Mining exploration, renewable energy projects and defense contractors have 

voiced the obstacles to expansion arising from having only a drive option. 

Since this is a 3P, HSA is committed to the rural communities’ ongoing economic success, and bases 

its CBP on enabling the movement of people, materials and services that will support the growth of 

these small communities. The Consortium sees a potential for selective adjunctive financial support 

over the life of the grant award but not beyond its expiration. The grant amount requested reflects 

about 25% of the related total funds to be used for the Assessment, Validation and Regulatory 

compliance steps in the cue-up to Phase One of air service operations (see SECTION V. & VI.). 

Letters of Intent from various airline planning departments are in preparation with pre-existing 

globally recognized aviation industry firms as well as intermodal surface transportation providers at 

the ready on behalf participating in the Project with NIC. These “Best of Breed” collaborators 

specifically intend to participate as collaborators where requested in their respective areas of expertise 

in conjunction with the delivery of new air service along with the related surface transportation service 

in support of HSA’s service. The CBP is self-sustaining after the grant award window expires and job 

propagating into the foreseeable future. Preliminary analysis of the relevant target markets initially

evaluated, were the underlying basis of NIC’s determination to pursue the Project with MCEDA along 

with the other rural communities staggered in Phases. 

The vast portion of Project funds (federal, state and in-kind local) are to be used for the development 

and implementation of verifying and formalizing activities. The proposed as well as pre-existing 

marketing plans were examined in context of invigorating and repurposing the County’s profile of unand under-utilized assets. These funds and/ or in-kind services will cover the preparation of 

administrative materials for physical operation to commence and support canvassing of the 

surrounding communities as well as connecting rural counties / communities by HSA’s air service that 

has been preliminarily crafted. 

IV. FUNDS REQUESTED & USE OF FUNDS 

The Consortium is seeking $500,000 in federal funding through the SCASDP Grant for the Project. 

The Community’s total contributions to the Project that includes in-kind contributions from the airport, 

the County and in-kind contributions from the community are projected to be $25,000. There are no 

cash contributions from the County and member communities. As well, the Hawthorne Airport will 

not be contributing cash from revenues because there are no related operations presently for such 

contributions from which to be drawn. There are no cash contributions from other community sources, 

and no cash contributions from the state and/or local government projected at the time of this 

submission. 

Types of contributions. For the purposing of this Application, by definition the contributions represent 

a new financial commitment or new financial resources devoted to supporting new air service. Various 

service issues here before not a consideration for the Hawthorne Airport will be addressed. This will 

include but not be limited to developing and sustaining patronage of the new air service at the Airport. 

It has been agreed that the contributions will be limited to substantively the following types: 
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• In-kind contributions from the airport. This can include such items as waivers of landing fees, 

terminal rents, fuel fees, and/or vehicle parking fees. 

• In-kind contributions from the community. This can include such items as donated advertising 

from media outlets, catering services for inaugural events, or in-kind trading, such as 

advertising in exchange for free air travel. Travel banks and travel commitments/pledges are 

considered to be in-kind contributions, as are reduced fares offered by airlines. 

Since NIC has committed to being the new air service provider through its subsidiary, HSA, it was 

mutually agreed that the Public Partner along with the various communities would not be called upon 

to make local contributions in cash at this juncture. This is not to preclude future cash contributions to 

be considered, but the circumstances would be driven by verifiable economic results with 

demonstrated business expansion / job creation that would justify such action by business and the like. 

Travel banks and travel commitments/pledges as well as pre-sell arrangements are anticipated as part 

of the cooperating business development strategies. NIC intends to continue to pursue other funding 

and financing options from all governmental sources. 

V. PROJECT CONCEPT, STRATEGY & PROCESS FRAMEWORK 

HIGH SIERRA REGIONAL AIRLINE Project 

The creation of a Regional airline headquartered in Nevada that has one of its primary hubs in 

Hawthorne, NV – Mineral County, to be named “HIGH SIERRA AIR”. Unlike all the previous efforts 

to operate a viable regional airline in Nevada, HIGH SIERRA AIR (“HSA”) will operate on the 

premise of a comprehensive business model and not on the appropriation of governmental passenger 

subsidy for rural airlines presently at risk for termination. HSA’s Business Model is predicated on 

HSA being the Logistical Access Catalyst for Rural Nevada. In this role, HSA would function as the 

enabler of commerce to locations and the redefined movement for people along with goods and 

services to locations where rubber tire access is the primary mode for transportation. 

Preliminary HSA Origins & Destinations (“O&D”) schedules incorporate many Nevada rural airports 

into profitable integrated business and tourism circuits. The initial business assessment review includes 

Hawthorne, Tonopah, Minden, Elko, Ely, West Wendover and Laughlin through three NV hubs. Las 

Vegas, Reno/Tahoe and out of state feeder routes from major population areas (e.g., Los Angeles, 

Hollywood/Burbank, San Diego, San Jose, Vancouver BC. etc.) are part of the initial and subsequent 

roll-out plans. 

The next Stage will entail an evaluation / assessment Site Review to investigate as well as 

preliminarily formalize collaborative agreements for commitment to HSA’s Concept. The Site Tour is 

anticipated to include briefings with key stakeholders, a physical walk-through of relevant facilities, 

initial face-face interviews of key business owners / various governmental agencies / airport 

administrative groups and follow-up meetings debriefs so as to validate and verify the reconnaissance.

The compiled results of the Site Tour will provide for the necessary first-hand details to complete the 

Strategic Implementation Plan (“SIP”). 

A finalized dynamic Vision will prepared for presentation from the data / information collection 

gathered from the various airports, areas businesses and local tourism components crucial to the 

success of Comprehensive Business Plan (“CBP”). The central theme for HSA is the catalyzing and 
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enabling of regional economic assets so as to spur economic development and in so doing provide a 

diverse profile of passengers demanding service in the related rural Nevada Counties. The fact is that 

not only would the rural Counties benefit from this traffic but Las Vegas through its McCarran Airport

would reap economic gains as well. Besides the increased employment directly resulting from HSA’s 

three hubs, ancillary job opportunities would generate at each airport in support of the passenger flow 

and integrated strategies for both business and tourist demand. 

The CBP will be tempered explicitly by regional economic development agendas and initiatives in 

conjunction with County as well as Town objectives for renewed growth for their various constituent 

Communities. If the ultimate objective of job creation and economic growth is to have a desire for 

permanence, then stability relative to the attribute of logistical access needs to be attained in a 

sustaining manner. Corresponding, strategic partnerships that are devised explicitly versus implicitly 

will best suit all interested who would be seeking to leverage the presence of HSA. The integration 

and coordination of related economic development objectives is believed to be the prescribed 

methodology to secure the results desired by all stakeholders and those invested in Nevada’s vitality.

From an operational perspective, a bankable and on-going successful CBP requires thorough 

investigation and confirmation of critical business assumptions. There are a many components that 

make-up the operating aspects for the CBP. These components include variable operating costs listed: 

Operating Costs % of Operating Expenses 

Fuel 29.4 

Labor 21.4 

Aircraft Rents and Ownership 6.3 

Non-aircraft Rents and Ownership 4.4 

Professional Services 7.9 

Food and Beverage 1.3 

Landing Fees 1.8 

Maintenance Material 1.7 

Aircraft Insurance 0.1 

Non-Aircraft Insurance 0.4 

Passenger Commissions 1.1 

Communications 0.9 

Advertising and Promotion 0.7 

Utilities and Office Supplies 0.6 

Transport related 14.3 

Other Operating 7.6 
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The capital cost of the HSA project is initially estimated between $32-40 million, with a revolving-line 

of credit of approximately $12 million. The preliminary proposed schedule Build-Out over two years 

will be through leased aircraft acquisitions to service the expanding Nevada Hubs. This Build-Out will 

be re-examined and refined as a result of the planned Site Tour. 

As currently structured, the aircraft required in conjunction with the present PHASE #1 and PHASE #2 

of the Build-Out are as follows: 

PHASE #1 – FIXED WING 

1. Q300 - 48 seats 

2. CRJ-900 - 66 seats 

3. CRJ-900 - 66 seats 

4. B757-200 - 162 seats 

5. CRJ 900 - 66 seats 

6. Q300 - 48 seats 

7. B757-200 - 162 seats 

8. Q300 - spare 

PHASE #2 

9. B757-200 - 162 seats 

10. B757-200 - 162 seats 

11. B757-200 –162 seats 

12. CRJ-900 –66 seats 

13. CRJ-900 –66 seats 

14. CRJ-900 –66 seats 

15. CRJ-900 –66 seats 

16. CRJ-900 –66 seats 

17. CRJ-900 –66 seats 

18. B757-200 – 162 seats 

19. CRJ-900 –66 seats 

PHASE #1- HELICOPTER 

1. Robinson 44 – 3 seats 

2. Bell 412 – 14 seats 

HSA Employment / Job Creation 

It is anticipated that the HSA Aircraft Fleet when built out over 2 years will have 19 aircraft ranging 

from B757-200 down to Bombardier Q300 based at various Nevada locations. Although they vary, 

depending on the final schedule architecture and fleet mix, the ideal ratio of employees to aircraft is 1: 

130 - 170. This would generate over 1,000 jobs if the airline is hubbed, based and headquartered in 

Nevada as planned. Specifically, there will be a viable mix of skilled and unskilled jobs, with many of 

these jobs being well paying skilled and/or professional occupations. Additionally, the MRO is 

anticipated to stimulate private aircraft traffic and the need for skilled aircraft mechanic staff. 
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VI. HSA SERVICE / ORIGINS & DESTINATIONS (Abbreviated Prelim) 

 

Start Up Phase

HIGH SIERRA EXPRESS

Q 400 Sat Sun Mon Tue Wed Thu Fri

Bonanza 46 LAS 0800 d LAS 0800 d LAS 0800 d LAS 0800 d LAS 0800 d LAS 0800 d LAS 0800 d

Family 24 BTY 0830 a BTY 0830 a BTY 0830 a BTY 0830 a BTY 0830 a BTY 0830 a BTY 0830 a

TTL 70 BTY 0900 d BTY 0900 d BTY 0900 d BTY 0900 d BTY 0900 d BTY 0900 d BTY 0900 d

HTH0930 a HTH0930 a HTH0930 a HTH0930 a HTH0930 a HTH0930 a HTH0930 a

naut. milesblock time HTH1000 d HTH1000 d HTH1000 d HTH1000 d HTH1000 d HTH1000 d HTH1000 d

LAS-BTY 92 0.5 RNO 1045 a RNO 1045 a RNO 1045 a RNO 1045 a RNO 1045 a RNO 1045 a RNO 1045 a

EKO-ENV 101 0.25

ELY-ENV 93 0.25 RNO 1130 d RNO 1130 d RNO 1130 d RNO 1130 d RNO 1130 d RNO 1130 d RNO 1130 d

RNO-EKO 199 0.5 HTH1145 a HTH1145 a HTH1145 a HTH1145 a HTH1145 a HTH1145 a HTH1145 a

ELY-LAS 194 0.5 HTH 1215 d HTH 1215 d HTH 1215 d HTH 1215 d HTH 1215 d HTH 1215 d HTH 1215 d

BTY-HTH 134 0.5 BTY 1230 a BTY 1230 a BTY 1230 a BTY 1230 a BTY 1230 a BTY 1230 a BTY 1230 a

HTH-RNO 78 0.25 BTY 1300 d BTY 1300 d BTY 1300 d BTY 1300 d BTY 1300 d BTY 1300 d BTY 1300 d

RNO-FLX 47 0.25 LAS 1330 a LAS 1330 a LAS 1330 a LAS 1330 a LAS 1330 a LAS 1330 a LAS 1330 a

FLX-EKO 158 0.5

LAS 1545 d LAS 1545 d LAS 1545 d LAS 1545 d LAS 1545 d LAS 1545 d LAS 1545 d

BTY 1615 a BTY 1615 a BTY 1615 a BTY 1615 a BTY 1615 a BTY 1615 a BTY 1615 a

BTY 1645 d BTY 1645 d BTY 1645 d BTY 1645 d BTY 1645 d BTY 1645 d BTY 1645 d

HTH 1715 a HTH 1715 a HTH 1715 a HTH 1715 a HTH 1715 a HTH 1715 a HTH 1715 a

HTH 1745 d HTH 1745 d HTH 1745 d HTH 1745 d HTH 1745 d HTH 1745 d HTH 1745 d

RNO - Reno NV/Tahoe RNO 1800 a RNO 1800 a RNO 1800 a RNO 1800 a RNO 1800 a RNO 1800 a RNO 1800 a

RNO 1815d RNO 1815d RNO 1815d RNO 1815d RNO 1815d RNO 1815d RNO 1815d

HTH 1830 a HTH 1830 a HTH 1830 a HTH 1830 a HTH 1830 a HTH 1830 a HTH 1830 a

HTH 1850 d HTH 1850 d HTH 1850 d HTH 1850 d HTH 1850 d HTH 1850 d HTH 1850 d

BTY 1905 a BTY 1905 a BTY 1905 a BTY 1905 a BTY 1905 a BTY 1905 a BTY 1905 a

BTY 1925 d BTY 1925 d BTY 1925 d BTY 1925 d BTY 1925 d BTY 1925 d BTY 1925 d

LAS 1955 a LAS 1955 a LAS 1955 a LAS 1955 a LAS 1955 a LAS 1955 a LAS 1955 a

Total block hours 5 5 5 5 5 5 5

Total naut. miles 1216 1216 1216 1216 1216 1216 1216

35

8512

9789 1.15

9789 1

$35,044 $3.58

$22,779 65%

$57,822

BTY Beatty NV/Death Valley

Weekly block hours

weekly operating costs

High Sierra Airlines

Seating Config

HTH- Hawthorne, NV/Yosemite

weekly naut miles

weekly statute miles

weekly gallons

weekly fuel cost

nonf uel operting cost

INTER- CONNECTING HELICOPTER SHUTTLES

Robinson R44

seating 

config 3 Sat Sun Mon Tue Wed Thu Fri

based in KRTS

Reno/Stead aircraft aircraft aircraft aircraft aircraft aircraft aircraft 

drop off drop off drop off drop off drop off drop off drop off

KRTS - Reno/Stead and pick up and pick up and pick up and pick up and pick up and pick up and pick up

KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d

Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring

0900/0915 0900/0915 0900/0915 0900/0915 0900/0915 0900/0915 0900/0915

Fallon Fallon Fallon Fallon Fallon Fallon Fallon

0930/1000 0930/1000 0930/1000 0930/1000 0930/1000 0930/1000 0930/1000

RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a

RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d

Fallon Fallon Fallon Fallon Fallon Fallon Fallon

1200/1215 1200/1215 1200/1215 1200/1215 1200/1215 1200/1215 1200/1215

Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring

1230/1245 1230/1245 1230/1245 1230/1245 1230/1245 1230/1245 1230/1245

KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a

aircraft aircraft aircraft aircraft aircraft aircraft aircraft 

drop off drop off drop off drop off drop off drop off drop off

and pick up and pick up and pick up and pick up and pick up and pick up and pick up

TTL Block time

perating cost 

per hour $250

weekly op cost
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INTER- CONNECTING HELICOPTER SHUTTLES

Robinson R44

seating 

config 3 Sat Sun Mon Tue Wed Thu Fri

based in KRTS

Reno/Stead aircraft aircraft aircraft aircraft aircraft aircraft aircraft 

drop off drop off drop off drop off drop off drop off drop off

KRTS - Reno/Stead and pick up and pick up and pick up and pick up and pick up and pick up and pick up

KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d

Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring

0900/0915 0900/0915 0900/0915 0900/0915 0900/0915 0900/0915 0900/0915

Fallon Fallon Fallon Fallon Fallon Fallon Fallon

0930/1000 0930/1000 0930/1000 0930/1000 0930/1000 0930/1000 0930/1000

RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a RNO 1030 a

RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d RNO 1145 d

Fallon Fallon Fallon Fallon Fallon Fallon Fallon

1200/1215 1200/1215 1200/1215 1200/1215 1200/1215 1200/1215 1200/1215

Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring Silver Spring

1230/1245 1230/1245 1230/1245 1230/1245 1230/1245 1230/1245 1230/1245

KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a KRTS 1300 a

aircraft aircraft aircraft aircraft aircraft aircraft aircraft 

drop off drop off drop off drop off drop off drop off drop off

and pick up and pick up and pick up and pick up and pick up and pick up and pick up

TTL Block time

perating cost 

per hour $250

weekly op cost

TAHOE/CAPITAL EXPRESS

Q 400 Sat Sun Mon Tue Wed Thu Fri

Bonanza 46

Family 24 LAS 0700 d LAS 0700 d LAS 0700 d LAS 0700 d LAS 0700 d LAS 0700 d LAS 0700 d

TTL 70 CSN0745 a CSN0745 a CSN0745 a CSN0745 a CSN0745 a CSN0745 a CSN0745 a

naut. milesblock time CSN 0815 d CSN 0815 d CSN 0815 d CSN 0815 d CSN 0815 d CSN 0815 d CSN 0815 d

LAS-MEV 281 0.75 KRTS 0830a KRTS 0830a KRTS 0830a KRTS 0830a KRTS 0830a KRTS 0830a KRTS 0830a

MEV-RNO 12 KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d KRTS 0845d

18 LAS 0930 a LAS 0930 a LAS 0930 a LAS 0930 a LAS 0930 a LAS 0930 a LAS 0930 a

LAS 1000 d LAS 1000 d LAS 1000 d LAS 1000 d LAS 1000 d LAS 1000 d LAS 1000 d

KRTS= Reno/Stead MEV 1045 a MEV 1045 a MEV 1045 a MEV 1045 a MEV 1045 a MEV 1045 a MEV 1045 a

RNO Reno/Tahoe MEV 1115 d MEV 1115 d MEV 1115 d MEV 1115 d MEV 1115 d MEV 1115 d MEV 1115 d

MEV- Minden Tahoe RNO 1130 a RNO 1130 a RNO 1130 a RNO 1130 a RNO 1130 a RNO 1130 a RNO 1130 a

CSN -Carson City

RNO 1130d RNO 1130d RNO 1130d RNO 1130d RNO 1130d RNO 1130d RNO 1130d

MEV 1145 a MEV 1145 a MEV 1145 a MEV 1145 a MEV 1145 a MEV 1145 a MEV 1145 a

MEV 1215 d MEV 1215 d MEV 1215 d MEV 1215 d MEV 1215 d MEV 1215 d MEV 1215 d

LAS 1300 a LAS 1300 a LAS 1300 a LAS 1300 a LAS 1300 a LAS 1300 a LAS 1300 a

LAS 1330 d LAS 1330 d LAS 1330 d LAS 1330 d LAS 1330 d LAS 1330 d LAS 1330 d

MEV 1415 a MEV 1415 a MEV 1415 a MEV 1415 a MEV 1415 a MEV 1415 a MEV 1415 a

MEV 1445 d MEV 1445 d MEV 1445 d MEV 1445 d MEV 1445 d MEV 1445 d MEV 1445 d

LAS 1530 a LAS 1530 a LAS 1530 a LAS 1530 a LAS 1530 a LAS 1530 a LAS 1530 a

LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d

KRTS 1645 a KRTS 1645 a KRTS 1645 a KRTS 1645 a KRTS 1645 a KRTS 1645 a KRTS 1645 a

KRTS 1715 d KRTS 1715 d KRTS 1715 d KRTS 1715 d KRTS 1715 d KRTS 1715 d KRTS 1715 d

CNS 1730 a CNS 1730 a CNS 1730 a CNS 1730 a CNS 1730 a CNS 1730 a CNS 1730 a

CNS 1745 d CNS 1745 d CNS 1745 d CNS 1745 d CNS 1745 d CNS 1745 d CNS 1745 d

LAS 1830 a LAS 1830 a LAS 1830 a LAS 1830 a LAS 1830 a LAS 1830 a LAS 1830 a

Seating Config
Page 12 of 19 

U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM

YELLOWSTONE TRAIL

Q 400 Sat Sun Mon Tue Wed Thu Fri

Bonanza 46

Family 24 LAS 0715 d LAS 0715 d LAS 0715 d LAS 0715 d LAS 0715 d LAS 0715 d LAS 0715 d

TTL 70 ELY 0745 a ELY 0745 a ELY 0745 a ELY 0745 a ELY 0745 a ELY 0745 a ELY 0745 a

ELY 0815 d ELY 0815 d ELY 0815 d ELY 0815 d ELY 0815 d ELY 0815 d ELY 0815 d

naut. milesblock time ENV 0830 a ENV 0830 a ENV 0830 a ENV 0830 a ENV 0830 a ENV 0830 a ENV 0830 a

ENV 0900 d ENV 0900 d ENV 0900 d ENV 0900 d ENV 0900 d ENV 0900 d ENV 0900 d

LAS-JAC 495 1.25 EKO 0915 a EKO 0915 a EKO 0915 a EKO 0915 a EKO 0915 a EKO 0915 a EKO 0915 a

JAC-WYS 67 0.25 EKO 0945 d EKO 0945 d EKO 0945 d EKO 0945 d EKO 0945 d EKO 0945 d EKO 0945 d

WYS-LAS 548 1.5 JAC 1030 a JAC 1030 a JAC 1030 a JAC 1030 a JAC 1030 a JAC 1030 a JAC 1030 a

LAS-EKO 286 0.75

EKO-ENV 101 0.25 JAC 1100 d JAC 1100 d JAC 1100 d JAC 1100 d JAC 1100 d JAC 1100 d JAC 1100 d

ELY-ENV 93 0.25 EKO 1145 a EKO 1145 a EKO 1145 a EKO 1145 a EKO 1145 a EKO 1145 a EKO 1145 a

ELY-LAS 194 0.5 EKO 1230 a EKO 1230 a EKO 1230 a EKO 1230 a EKO 1230 a EKO 1230 a EKO 1230 a

ELY-EKO 101 0.25 EKO 1300 d EKO 1300 d EKO 1300 d EKO 1300 d EKO 1300 d EKO 1300 d EKO 1300 d

ENV 1330 a ENV 1330 a ENV 1330 a ENV 1330 a ENV 1330 a ENV 1330 a ENV 1330 a

ENV 1400 d ENV 1400 d ENV 1400 d ENV 1400 d ENV 1400 d ENV 1400 d ENV 1400 d

ELY 1415 a ELY 1415 a ELY 1415 a ELY 1415 a ELY 1415 a ELY 1415 a ELY 1415 a

ELY 1445 d ELY 1445 d ELY 1445 d ELY 1445 d ELY 1445 d ELY 1445 d ELY 1445 d

LAS 1515 a LAS 1515 a LAS 1515 a LAS 1515 a LAS 1515 a LAS 1515 a LAS 1515 a

LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d LAS 1600 d

JAC 1715 a JAC 1715 a JAC 1715 a JAC 1715 a JAC 1715 a JAC 1715 a JAC 1715 a

LAS- Las Vegas, NV JAC 1745 d JAC 1745 d JAC 1745 d JAC 1745 d JAC 1745 d JAC 1745 d JAC 1745 d

JAC- Jackson Hole WY WYS 1810 a WYS 1810 a WYS 1810 a WYS 1810 a WYS 1810 a WYS 1810 a WYS 1810 a

WYS - West Yellowstone WYS 1830 d WYS 1830 d WYS 1830 d WYS 1830 d WYS 1830 d WYS 1830 d WYS 1830 d

LAS2000 a LAS2000 a LAS2000 a LAS2000 a LAS2000 a LAS2000 a LAS2000 a

Seating Config

GREAT BASIN

ELY- Ely, NV-Great Basin NP

ENV- West Wendover, NV/Bonneville SF.

YOSEMITE EASTERN SIERRA AND MONO LAKE

Bell 412

Seating 

Config Sat Sun Mon Tue Wed Thu Fri

Based in Hawthorne 14

HTH 1000 d HTH 1000 d HTH 1000 d HTH 1000 d HTH 1000 d HTH 1000 d HTH 1000 d

YOS 1045 a YOS 1045 a YOS 1045 a YOS 1045 a YOS 1045 a YOS 1045 a YOS 1045 a

YOS 1100 d YOS 1100 d YOS 1100 d YOS 1100 d YOS 1100 d YOS 1100 d YOS 1100 d

HTH 1145 a HTH 1145 a HTH 1145 a HTH 1145 a HTH 1145 a HTH 1145 a HTH 1145 a

HTH - Hawthorne, NV HTH 1200 d HTH 1200 d HTH 1200 d HTH 1200 d HTH 1200 d HTH 1200 d HTH 1200 d

YOS- YosemiteVillage Lee Vining Lee Vining Lee Vining Lee Vining Lee Vining Lee Vining Lee Vining

Lee Vining/Mono Lake 1230/1245 1230/1245 1230/1245 1230/1245 1230/1245 1230/1245 1230/1245

YOS 1315 a YOS 1315 a YOS 1315 a YOS 1315 a YOS 1315 a YOS 1315 a YOS 1315 a

YOS 1330 d YOS 1330 d YOS 1330 d YOS 1330 d YOS 1330 d YOS 1330 d YOS 1330 d

HTH 1415 a HTH 1415 a HTH 1415 a HTH 1415 a HTH 1415 a HTH 1415 a HTH 1415 a

HTH 1430 HTH 1430 HTH 1430 HTH 1430 HTH 1430 HTH 1430 HTH 1430

YOS 1515 a YOS 1515 a YOS 1515 a YOS 1515 a YOS 1515 a YOS 1515 a YOS 1515 a

YOS 1530 d YOS 1530 d YOS 1530 d YOS 1530 d YOS 1530 d YOS 1530 d YOS 1530 d

Lee Vining Lee Vining Lee Vining Lee Vining Lee Vining Lee Vining Lee Vining

1600/1615 1600/1615 1600/1615 1600/1615 1600/1615 1600/1615 1600/1615

HTH 1645 a HTH 1645 a HTH 1645 a HTH 1645 a HTH 1645 a HTH 1645 a HTH 1645 a

HTH 1730 d HTH 1730 d HTH 1730 d HTH 1730 d HTH 1730 d HTH 1730 d HTH 1730 d

YOS 1815 a YOS 1815 a YOS 1815 a YOS 1815 a YOS 1815 a YOS 1815 a YOS 1815 a

YOS 1830 d YOS 1830 d YOS 1830 d YOS 1830 d YOS 1830 d YOS 1830 d YOS 1830 d

HTH 1915 a HTH 1915 a HTH 1915 a HTH 1915 a HTH 1915 a HTH 1915 a HTH 1915 a

perating cost

per hour $1,700

weekly op cost

TTL Block time
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U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM

VII. BRANDING & MARKETING PROPRIETARY TACTICS
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U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM
Page 15 of 19 

U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM
Page 16 of 19 

U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM
Page 17 of 19 

U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM
Page 18 of 19 

U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM
Page 19 of 19 

U.S. DOT - SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM / Docket DOT-OST-2014-0113 APPLICATION SUBMISSION 

NV-HIGH SIERRA AIR CONSORTIUM