User:Vtaylor/airport/arrivals
index
2021.12 http://www.scpoa.com/airportindex/
Spruce Creek Airport ( 7FL6) is a private airport located in Port Orange, FL. Spruce Creek Airport operates exclusively to service the residents of the Spruce Creek Community. Management of the Spruce Creek Airport is the responsibility of the Spruce Creek Property Owners Association (SCPOA). It is expected that all pilots using the Spruce Creek Airport familiarize themselves with all of the information regarding use of the airport, that is published by the Spruce Creek Owners Property Owners Association
Please download and review the documents available through the following links:
- Visitor Information Package - arrivals, departures, taxiing, parking
- Airport Procedures - airport operations, FAA regulations, local rules and procedures
- Airport Diagram
- AC 90-66B CHG 1 - FAA Non-Towered Airport Flight Operations Advisory Circular
- Roadways and Taxiways - Aircraft have RIGHT OF WAY on dual-use taxiways/roadways
Spruce Creek Airport NOTAMs Pilots please announce your position and intentions on CTAF. It is vital for you to visually clear your own pathway while landing and departing due to NORDO aircraft.
High volume of traffic in pattern including jets, warbirds and many formation flights entering overhead break. A late turn downwind on Rwy6 may put you in DAB airspace. Straight in traffic discouraged during VMC conditions and does not have priority over traffic in pattern.
- CTAF is 122.725
- AWOS Airport 121.725
- Pattern Altitude 1025′ MSL
- Correction to RNAV Rwy 6 Approach Plate: Note 4 – VGSI angle 3.00*/TCH 50′. Remaining runway beyond PAPI is 2736′.
- DO NOT land on the main taxiway marked with “Xs” and “TAXI”.
Spruce Creek is a private airport. Visitors must have a resident invitation for permission to land. Non-resident flight training is not permitted.
package pdf
2021.12 airport_arrival_departure.pdf
15 August 2019 Rev E
INTRODUCTION: Spruce Creek Airport (here after referred to as the Airport) is a private airport owned and operated by the Spruce Creek Property Owners Association (SCPOA). The Airport Authority Committee (here after referred to as the AAC) thru the SCPOA Board of Directors has the authority and the responsibility to oversee the operation of the Airport. Prior permission is required to land at the Spruce Creek Airport. All flying activities are regulated by the FAA, TSA and by the recommended procedures published in the Aeronautical Information Manual. In addition, a limited number of local rules and procedures have been established to promote a safe and enjoyable airport. All residents, tenants and invitees are required to abide by these procedures.
- airport diagram ***
ARRIVAL AND DEPARTURE
Creek Arrival/Departure: The “Creek Arrival” and “Creek Departure” are visual procedures that can be used to arrive or depart the Spruce Creek airport to and from the ocean shoreline. These are VFR only procedures which define a ground track for inbound and outbound aircraft in the corridor between the DAB Class C and the EVB Class D airspace. Pilots should alter course as necessary for safe separation from other traffic and maintain appropriate altitude to comply with AC 90-66B CHG 1, issued 2/25/2019.
Suggested example radio transmissions on the CTAF of 122.725 MHz
Inbound: “Spruce Creek traffic, Twin Comanche, Creek Arrival at the shoreline”
Outbound: “Spruce Creek traffic, Twin Comanche, Creek Departure over the interstate”
- chart **
Tank Departure: The “Tank Departure” is a visual procedure to stay well clear of DAB
Class C Airspace when departing Northwest. This is a VFR only procedure. Pilots should
alter course and altitude as necessary for safe separation from other traffic.
Departure from Runway 24:
After departure, turn right, we recommend altitude not above 1000 feet, fly over the tank, then fly heading 290° until crossing I-4 and SR-92 (both major east-west roads), then on course.
Departure from Runway 6:
After departure, enter left downwind, when abeam the numbers Runway 6 turn right, we recommend altitude not above 1000 feet, fly over the tank, then fly heading 290° until crossing I-4 and SR-92 (both major east-west roads), then on course.
- diagram / picture ***
- tank **
Automated Weather Observing System (AWOS): Current airport weather information is available by radio or telephone. Advisories provide altimeter, density altitude, wind direction and speed, visibility, temperature, dew point, crosswind, and wind-shear warnings. A radio check is also available by radio.
(a) Radio Access – AWOS is continuously transmitted on frequency 121.725 MHz. A “Radio Check” in which the system accepts a short message from the user, and echoes the same back to the user, is available after every AWOS transmission.
(b) Telephone Access – A complete AWOS advisory can be accessed by dialing the SUPERAWOS center at 617-262-3825 and when prompted for an airport, enter 7FL6 (7356).
Formation Flying: Pilots of transient aircraft should be advised that a number of Spruce Creek resident pilots practice formation flying on a regular basis. Typically formations consist of a “flight of two”, a “flight of four” or more aircraft. The general practice to recover (land) a formation flight is with the overhead approach common to military operations. If while monitoring the Spruce Creek CTAF, a communication similar to “Spruce Creek traffic, White Flight of four, one mile initial, Runway 6” is heard, the pilot should be aware that this is a formation flight (White flight) about to conduct an overhead approach to Runway 6. The flight is one mile out from the landing runway (in this case Runway 6) at a variable altitude below 1200 feet. Pilots unfamiliar with this procedure should be advised that all aircraft landing in a formation should be treated as a single unit and no attempt should be made to sequence your landing within the formation unit. This subject is discussed further in the section on Overhead Approach.
LANDING AND TAKEOFF
Runway Selection: Listen for traffic on 122.725, if none, it is pilots choice.
Runway Lights: Runway lights are normally set on low from dusk to dawn. When runway lights are on, light intensity can be controlled by the pilot by activation of the mic switch on 122.725 MHz (3 times-low, 5 times-med, 7 times-high within 5 sec.).
Windsocks: Illuminated windsocks are installed at the approach end of each runway on the left side.
Precision Approach Path Indicator (PAPI): A standard, steady-state, Precision Approach Path Indicator (PAPI) is installed on the left side, 1271 ft. from the runway 6 threshold and 778 ft. from the runway 24 threshold. The PAPI system is calibrated for a 3 degree glide slope.
- glide path ***
Takeoffs: All fixed wing aircraft are encouraged to use the full length of the runway to provide the greatest margin of safety in the event of an emergency.
Pilots are encouraged to always use landing lights for all takeoffs and landings
Noise Abatement: Departing aircraft are to climb on runway heading to 500 feet AGL and beyond the departure end of the runway before making any turns. Pilots shall use noise abatement climb procedures including after-takeoff power and prop speed reductions consistent with safe operating practices and techniques.
Departures Restrictions: All VFR departures must be conscious of the configurations of the Daytona Beach (DAB) Class C airspace and New Smyrna Beach (EVB) Class D airspace and their effect on flight operations at the Airport. Radio contact with the appropriate facility is required prior to penetrating DAB Class C or EVB Class D airspace.
VFR Traffic Pattern: Arriving VFR aircraft should monitor 121.725 MHz for airport weather information. Fly an altitude no higher than 1000ft AGL when under the outer ring of the DAB Class C airspace. All arriving aircraft shall fly a Standard Left-Hand Traffic pattern at the appropriate altitude using AIM recommended radio calls and procedures. Straight-in approaches and landings are discouraged.
- traffic pattern diagram ***
Overhead Approach: Overhead approaches are normally used for formation flights; however, they are not given priority over other traffic. Formation flight leaders are expected to take adequate spacing on other traffic in the pattern. Common sense and normal courtesy should be exercised to resolve traffic pattern conflicts. An overhead approach consists of an Initial Point (IP) 1 to 3 miles out that is aligned with the runway. Aircraft then fly at traffic pattern altitude to a point overhead the approach end of the landing runway. The lead aircraft will perform a level 180-degree turn (called the break) to downwind and, at an appropriate point, a continuous turn to final. Succeeding aircraft take spacing on the preceding aircraft and fly the same pattern. Appropriate radio calls are made at the IP, the break and base leg. This procedure is effective in rapidly recovering (landing) multiple aircraft.
- overhead approach diagram ***
IFR Departures: If unable to depart VFR contact by Cell Phone
DAB Departure Control 386 226-3932
IFR Arrivals: Arriving aircraft should monitor 121.725 MHz for airport weather information. Pilots are expected to monitor and make appropriate radio calls to announce their intentions on the local CTAF frequency 122.725 MHz.
IFR GPS Approaches: GPS 06 is a private approach to a private airport. Only residents with the approved and number approach plate assigned to them may utilize this procedure.
TAXI AND RUN-UP
Taxiing: Pilots will taxi at a reasonable and safe speed. The speed limit on all taxiways and ramp areas is 15 mph.
Aircraft always have the right of way.
Back Taxiing: Only aircraft, unable to use taxiways because of wing tip clearance or gear track considerations, are permitted to back taxi.
When on the runway use landing lights and radio coordination with other departing and landing traffic.
Engine Run-up: Normal engine
run-up is restricted to the
established run-up pads on the
south side ends of Rwys. 06 and 24
Maintenance run-ups are permitted
only at the normal run-up pads or on
Taxiway Beech at the runway
intersection. Pilots shall exercise
good judgment in attempting to
minimize the effects of prop wash/jet
blast and noise production during
run-up.
- airport diagram **
Taxiways: The Airport has approximately 4 miles of taxiways. Taxiways Beach, Cessna, and Lindy Loop are 100 ft. wide. Taxiways A, B, C, and D are 50 ft. wide. All other taxiways are 60 ft. wide. Taxiways Beach, Cessna, Lindy Loop, D, E, Tony and Aces Alley are dual use (auto traffic is permitted, however aircraft have the right of way).
- taxiway diagram ***
Parking
http://www.scpoa.com/aircraft-parking/
- parking diagram ***
