Charles M. Schulz Sonoma County Airport (STS)

The airspace at STS is Class D with a 2600’ MSL ceiling.  (Refer to Sectional Chart)

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

Hot Spots 

• HS 1   Complex intersection in close proximity to RWY 14/32. Aircraft approaching TWY A from the ramp or TWY Z sometimes fail to turn onto TWY A and enter RWY 14/32 without approval.
• HS 2   South Run–up area not visible from the tower.
• HS 3   North Run–up area east of TWY A and TWY H intersection in close proximity of RWY 20 Approach Hold sometimes confuses pilots.
• HS 4   Wrong RWY departure risk. Pilots cleared for takeoff RWY 20 sometimes turn onto and depart RWY 14. Verify heading and alignment with proper RWY prior to departing.

Departure

• Wrong runway departure exists here.
• Pilots should review taxiway/runway markings, heading/alignment, lighting and signage to ensure that they are departing the assigned runway.

Surface Risk – Movement Area

• TWR has limited visibility of T-Hangar aprons east of TWY Z adjacent to TWY A5.

Additional Cautions

• If ever in doubt about your position or your instructions, ask the TWR.
• Read back all RWY or RUN-UP AREA assignments and HOLD SHORT instructions.
   

STS Tower (TWR) operates from 0700 - 2000

When TWR closed:

• The airspace becomes class G.
• Use CTAF 118.5
• Use CTAF for RWY lighting
• For Clearance Delivery contact Oakland Center at 510-745-3380.
• Cancelling Flight Plan – With Oakland Center or Flight Service

General  

• Santa Rosa Valley has a Southeast to Northwest alignment so use caution when reporting inbound from the SOUTH or NORTH, you may be SOUTHEAST or NORTHWEST and that makes a difference in pattern entry.

Traffic Pattern

• Pilots remaining in the pattern can expect to continue in closed traffic on the west side of the airport, I.E. Right Traffic RWY 14.        

Ground

• There is no restaurant/transient parking so expect taxi instructions to one of the FBO’s.

Takeoff/Departure

• When finished with your run up in the NORTH RUN-UP AREA, hold your position and contact TWR on 118.5 for a RWY assignment. Expect to depart from RWY 14 @ A3 adjacent to the Run-Up Area or if assigned, RWY 20 from H, also adjacent to the Run-Up Area.

Arrival/Landing 

• When arriving from the E - S on a RWY 14 day, controllers will assign Left or Right “TRAFFIC” with the intent that pilots will enter on the 45 to remain clear of the RWY 14 departure corridor.
• When extended on the LEFT DOWNWIND to RWY 14, the valley tapers to the NW and leads pilots into the FINAL APPROACH CORRIDOR for RWY 14, use caution.

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

• Helicopter traffic that wish to remain in the pattern can expect closed traffic to RWY 20 and instructions to remain west of RWY 14/32 at all times.
• Helicopters - When departing the ramp to the N-E, remain EAST of RWY 14/32 at all times unless instructed otherwise.
   

• Use caution for both Seasonal and Year around Bird Activity.  
• Coyotes and Deer frequent the airdrome, use caution for Wildlife activity.
   

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