Aircraft Hangar Roofing in Fayetteville, AR

A hangar roof protects an aircraft that is worth far more than the building around it. The span is wide, the walls are tall, the doors are enormous and there is almost nothing inside to hold the roof up. When wind or hail damages it, the aircraft owner calls first, the hangar operator second and the insurer third. In Fayetteville, AR and across Northwest Arkansas, where hangars sit at airports from Rogers to Springdale and Huntsville, the roof plan has to account for wind, long spans and a schedule that moves with the flight line.

On March 30, 2022 the Springdale EF3 left a path 5.2 miles long, as wide as 350 yards in places, and an estimated peak wind of 145 mph. At Springdale Municipal Airport a hangar was destroyed and the city maintenance shop lost a wall and part of its roof. A hangar and a maintenance shop both took heavy damage, which fits the way wind goes after large openings and wide roof areas first.

A storm of that strength overwhelms any roof, but weaker winds still test the edges, the door headers and the connections between wall and roof. We check the perimeter fasteners, the eave and rake trim, the ridge and the wall panels at the corners. Loose trim is refastened and sealed. If a panel has lifted, the purlins and clips under it are inspected before the panel goes back. Our wind damage repair starts at the edges, and the same discipline carries over to a metal warehouse roof, and a tornado damage roof repair starts with a structural review.

Hangars typically use metal roof panels over steel framing, or a low-slope membrane over a metal deck on a steel truss. Each has its own failure modes. Metal panels loosen at fasteners and laps, and standing seam panels can lift at clips. A membrane roof can pond at low spots between trusses and open at seams along the long runs.

With a large clear span, the roof moves with temperature. Panels grow and shrink, and a long run of sealant at the ridge or a transition can crack. We check the expansion details first. Where a panel has failed, the repair uses the same material and a matching method. Skylight panels, ridge vents and gutters along the eaves get the same walk, and any sign of rust at fastener lines or purlin connections is logged for the structural review. A roof that has ponded or stained near a truss line tells us where the deck has moved, which is worth knowing before a repair is priced. Heat adds to the movement: July highs average 88.7 F at Fayetteville's Drake Field, and a metal panel in full sun runs well above the air temperature. Standing seam metal and TPO both appear on large-span buildings, and we write the repair to the system in place.

The hangar door opening is one of the largest in any building, and the header above it is a common leak point. Water runs down the wall, meets the head of the door track and drips onto the apron or inside the bay. A door canopy, a gutter at the eave and the flashing at the header all play a part.

We trace the leak by checking the wall panels above the door, the transition where the roof meets the wall and the gutter. A failed sealant joint, a displaced trim or a clogged downspout often explains it. Repairing the header keeps water off the aircraft and the floor. For hangars with bifold or hydraulic doors, we avoid putting weight on the door structure, and any work near the header is coordinated with the operator so the door is parked and locked out first.

Work at an airport runs under airfield rules. Crews check in with the airport manager, wear identification and follow vehicle and equipment rules. Lifts and cranes have height limits near runways and approach paths, and the airport may require a notice or a permit before a tall piece of equipment is raised. Work near a taxiway needs a clear plan for vehicle routes and a person to watch the traffic.

The region has several fields. Northwest Arkansas National Airport lies about 17 miles northwest of Fayetteville and opened in 1998. Rogers Municipal Airport (Carter Field) is home to Walmart's air fleet, Springdale has a municipal airport and Huntsville has one too. Each airport sets its own access rules for contractors. We ask the operator for those rules on the first call and write the access plan into the scope.

Aircraft are the most valuable thing under a hangar roof. If the work is above parked aircraft, they are towed out or covered. Fluids, tools and fasteners must stay off the wings. We use drop protection, debris netting and tarps inside the bay when the deck is open, and the operator agrees on which aircraft move.

Hot work and fuel are another concern. Many hangars have fuel on site, fire suppression systems and sealed spaces, and open flame is not allowed. We use cold-applied or mechanically attached methods, store adhesives away from fuel, and coordinate with the operator before any work near sprinklers or detectors. A written plan lists the protections, the contact in case of a leak and the sequence for closing each section by evening. Flight schedules, maintenance windows and fuel deliveries go on the calendar, and the foreman checks in with the operator every morning. If an aircraft must come in on short notice, the crew stops, clears the bay edge and resumes when the aircraft is secured.

Planning: repair, retrofit or replace a hangar roof

A hangar roof near the end of its life can be repaired, retrofitted or replaced. A repair fixes specific failures. A metal roof retrofit adds a new metal system over the old one when the structure can carry the weight. A replacement tears the old roof off. We price each, show the life expected and let the operator choose against the lease terms. If the hangar sits on leased airport land, the lease may also set who owns the roof, who pays for it and what approvals are needed, and the estimate is written so the airport manager can review it without help. A storm file with dated photographs speeds that review. Hangars in Rogers and the surrounding towns follow the same steps, and the long-span public buildings of a National Guard armory raise many of the same questions.

Commercial Roofing Questions

Can a hangar roof be repaired while aircraft are inside?

Yes, with protection. Aircraft can be moved, or covered and shielded with netting and tarps. The operator decides which aircraft stay. We use cold methods and keep fuel and adhesives separated.

Why does water come in above the hangar door?

Usually at the header. The wall panel, the trim or the roof-to-wall joint has opened, and the water runs down to the track. We trace the path from the roof edge and repair the flashing or sealant.

Which is better for a hangar, metal or membrane?

Both work. Standing seam metal sheds water and lasts, while a membrane suits low slopes and can be repaired in sections. The framing, slope and wind exposure shape the choice, and the budget has a say.

How do airport height limits affect roofing?

Cranes and lifts may need approval near runways. The airport manager can tell us the limits. We plan the equipment around them and, where needed, use lower lifts or shorter booms.

What should an operator do after a wind event?

Walk the exterior for loose trim, lifted panels or door damage, then photograph and call. We inspect the roof, secure loose parts and write a repair list for the insurer.