David Wayne Hooks Memorial Airport (DWH)

The airspace at DWH is Class D with a ceiling up to but not including 2,000’ MSL. It underlies IAH Class B airspace. (Refer to Sectional Chart)

Class D Airspace Requirements (CFR §91.129 and AIM 3-1-4; 3-2-5)

Class B Airspace Requirements (CFR §91.131 and AIM 3-1-4; 3-2-3)

Hot Spots 

• HS 1   RWY Incursion Risk– Ramp accessible to inadequately trained drivers; Inadequate signage leaving ramp. 
• HS 2   RWY Incursion Risk– Complex TWY Intersection near RWY 17L. 
• HS 3   RWY Incursion Risk– Previous Incursions occurring TWY E at RWY 17R–35L. 
• HS 4   RWY Incursion Risk – Intersection of TWY G and RWY 17L–35R. Aircraft exiting RWY 17R–35L at TWY G sometimes fail to turn onto TWY F and enter RWY 17L–35R without a clearance. 
• HS 5   RWY Incursion Risk – Intersection of TWY H and RWY 17L–35R. Aircraft exiting RWY 17R–35L at TWY H sometimes fail to turn onto TWY F and enter RWY 17L–35R without a clearance. 
• HS 6   RWY Incursion Risk – Incursions occurring on TWY K at RWY 17L.

Departure

• Verify proper heading prior to starting takeoff roll on all intersection departures.

Landing

• Wrong Surface Landing risk exists due to closely spaced parallel RWYs and staggered thresholds.  Verify that you are landing on your “cleared” RWY.
• RWY 17R/35L is larger and is noticeably visible prior to RWY 17L/35R.
• TWY F can be mistaken for RWY 17L/35R – check your airfield diagram.

Surface Risk – Movement Area 

• Seaplane Landing Area has Approach Hold Markings on TXYS J and N. These are in a non-movement area and must be observed when restricted by Ground Control.
• Vehicles are allowed to use taxiways in the movement area.
• Two Approach Hold Markings are also located in the non-movement area on Taxiways E and J.
• RWY Hold Short Line is located at an unusual angle and distance from RWY 17L on TWY K.
• TWYs A and B are closed indefinitely east of RWY 17R.

Additional Cautions

• Underlies IAH Class B Airspace
• Several flight schools on the airport
   

DWH Tower (TWR) operates from 0700-2200 local time daily.

When TWR is closed:

• The airspace becomes class G.
• Use CTAF 118.4.
• Clearance delivery (119.45) is remoted to Houston Approach Control.
• If unable on 119.45, contact Houston Approach at 281-443-5844.
• To Cancel IFR, contact Houston Approach at 281-443-5888.
• For traffic advisories contact Houston Approach on 119.7 (North of DWH) or 123.8 (South of DWH) after departure and remain clear of the Houston Class B airspace.
• Use CTAF to control Runway lighting when Tower (TWR) is closed.
   

Special RWYs

• Right Patterns on RWYs 35R and 35W
• There is a seaplane landing area labeled 17W-35W

Patterns        

• Remember, there are no standard patterns at controlled airports when TWR is in operation.
• When TWR is closed conduct Right Patterns on RWYs 35R and 35W

Ground 

• All runways have run-up areas.  The appropriate one will be determined by which RWY you are assigned.
• Run-ups may be conducted in other areas with prior approval from Ground Control.
• Request clearance into Class “B” airspace or VFR Flight Following on initial call-up to Ground.

Takeoff/Departure

• Normally, there is only one tower frequency (118.4) in operation but with increased traffic or for training purposes TWR will open a second frequency (127.4)
• Remain below IAH Class B airspace until receiving ATC clearance.
• Do not leave TWR frequency prior to departing DWH airspace unless approved by TWR.

Arrival/Landing 

• TWR will usually keep touch-and -go traffic on the east side of the airport.
• Most arrivals, departures, and transitioning aircraft will remain on the west side.

Special Traffic (Military / Commercial / Helicopter, etc.)

• There is a practice area for helicopter training on the west side of the airport at or below 600' AGL.
• Four helicopter parking spots are located east of TWY K.
• The helicopter practice area is an enclosure roughly bounded by TWY Echo to the south, Boudreaux Road to the northwest, and the DWH TWR to the east.
• Helicopters are instructed to conform their traffic flow to the fixed wing traffic flow and are restricted to an altitude no higher than 800 feet AGL (952 feet MSL).
• Fixed-wing pilots entering the pattern on the west side of the airport should ensure proper pattern altitude to maintain separation from helicopters in the practice area.
   

• Displaced thresholds on RWYs 17R and 35R
• Birds and deer on and in vicinity of airport.
• Noise sensitive area SW of airport.
• Intersection where TWYs P, E, J and K meet is referred to as the "triangle."
   

Do: 

• Refer to the airfield diagram and/or airport moving map while stopped and/or prior to taxiing.
• Keep your eyes outside to observe traffic, potential threats and airport signs and markings.
• Ask the controller to repeat instructions and clearances if you are not sure.
• Ask for progressive taxi instructions if you are unfamiliar or have lost situational awareness.
• Taxi your aircraft to the side of the run-up area to allow other aircraft to taxi around you if you are not ready for departure. 
• Advise TWR on initial contact (ground or air) if you are a student pilot. 
• Using runway and/or taxiway designators to describe your position, and turning on exterior lights will assist the controller in identifying you.
• Acknowledge all ATC instructions and read back all hold short restrictions with your call sign. 
• Always make sure that your aircraft is completely behind all hold- short lines.
• Advise GND/TWR if you want an intersection departure and wait for TWR clearance to take off.  There may be a delay due to wake turbulence or traffic. 
• When using any RWY, verify mag heading and look for the white markings to avoid a wrong surface event.
• Consider backing up a visual approach with an underlying instrument (ILS/LOC/GPS) approach if time and workload allows.
• Remember that you must have a clearance to cross all RWYs, active and not active.
• Reference GPS User Waypoint, or if available, the assigned runway’s instrument approach. If unsure that you are aligned for the assigned runway, announce going around and why.
• Verify proper heading prior to starting takeoff roll on all departures. Consider checking and calling out, Wet compass, runway heading, runway paint/signage for departure runway, and directional gyro shows runway heading.
• Use caution when taxiing smaller aircraft/helicopters in the vicinity of larger aircraft/helicopters. Controllers may use the words rotor wash, jet blast, or prop wash when issuing cautionary advisories. A general rule of thumb is 100 feet behind a jet aircraft.

Do Not:

• Do not taxi on your own without obtaining taxi instructions from ATC.
• Do not cross an active RWY without specific controller permission to cross that RWY. 
• Do not use a RWY as a turn-off during landing unless cleared to do so by TWR. 
• Do not wait until you are ready for departure to request an IFR clearance. Making your request to clearance delivery or ground control prior to taxiing will allow time for ATC coordination. 
• Do not, on departure, leave TWR frequency while still in TWR airspace unless previously approved. (Note: frequency change outside of TWR airspace is at pilot’s discretion.)

Additional information in the Aeronautical Information Manual (AIM) Chapter 6 - Section 4

• Squawk Transponder Code 7600 if you experience loss of two-way radio capability.
• If you can hear other aircraft but nobody responds to your calls then you should check for proper frequency selection, popped circuit breaker, radio panel setup, or an improperly hooked up intercom.
• Weak batteries in intercoms are often the cause of “radio failure”. Your emergency checklist may come in handy for checking other areas specific to your aircraft.
• If you can’t hear anything on the receiver, check the volume control, squelch, intercom, circuit breaker, or a stuck mike. 
• After you have determined the extent of the radio failure, you can determine how to communicate with the ATC.

• FAR 91.123 (d) states: Each pilot in command who (though not deviating from a rule of this subpart) is given priority by ATC in an emergency and shall submit a detailed report of that emergency within 48 hours to the manager of that ATC facility, if requested by ATC.
• It is extremely rare that a pilot is asked to justify declaring an emergency. In most cases, when a report is needed, it can usually be accomplished with a phone call.
• Additional information is also found in the AIM in Chapter 6 – Emergency Procedures

• Special VFR is primarily intended to offer pilots a way to operate into, out of, and through tower controlled airspace when local weather restricts the visibility or ceiling to below VFR minimums.
• There are times, for instance, when visibility is below three miles due to ground fog or the ceiling is below 1000 feet AGL due to a cold front passage, it may be advantageous to use the Special VFR rules to be able to get to VFR conditions.
• There are rules and conditions that apply to Special VFR and the one that controllers deal with the most often is the requirement that the pilot must request the clearance. We cannot offer it, as we cannot determine your abilities as a pilot and have no wish to talk you into accepting a clearance that may be beyond your experience level.

The basic requirements for Special VFR are:

• The clearance must be requested by the pilot.
• If it is after sunset and before sunrise the pilot requesting the clearance must be IFR rated and the aircraft must be certified for IFR flight.
• A minimum of 1 mile visibility must exist as reported by the tower.

What you may do with a Special VFR clearance:

• You may depart for another destination
• You may transition
• You may enter and land
• You may do touch and go landings