KDAB Daytona Beach International — Instrument Checkride Guide

What kind of airport is KDAB and what is its IFR environment?

Daytona Beach International Airport (KDAB) is a Class C airport in Daytona Beach, Florida, at 34.2 ft MSL. KDAB is home to Embry-Riddle Aeronautical University flight training operations, which means a high-density mix of student pilots, airline traffic, and cargo operations sharing the airspace. Daytona Beach Approach controls the Class C terminal area on 118.85 MHz. ATIS is on 132.875 MHz; tower is 120.7 MHz; ground is 121.9 MHz.

KDAB operates SAID (Surface Area Intrusion Detection) radar, requiring all aircraft to have transponders in altitude reporting mode and ADS-B OUT enabled at all times on the surface, per 14 CFR 91.225. Operations in the Class C airspace require two-way radio communication and a Mode C transponder per 14 CFR 91.130. An IFR clearance satisfies the communication requirement for IFR flights.

What instrument approaches are published at KDAB?

KDAB publishes 7 instrument approach procedures, sourced from AirNav. The ILS or LOC approaches to runways 07L and 25R are the only precision procedures.

Always verify current minima on official FAA charts before flight. RNAV approaches may publish LPV, LNAV/VNAV, or LNAV lines — the applicable minimum depends on aircraft equipment and current WAAS signal availability.

What is the runway configuration at KDAB?

KDAB operates 3 runways, with the primary instrument runway (07L/25R) at 10,500 ft capable of handling heavy commercial aircraft, per AirNav.

Active runway configuration depends on wind and traffic flow. Runway 07L/25R is the primary instrument runway — 07L with an east wind, 25R with a west wind. Runway 07R is a shorter parallel used primarily for GA and flight training. Heavy migratory bird activity is documented near a landfill 3.5 nm southwest of the airport — check NOTAMs for current NOTAM advisories.

What weather should instrument pilots expect at KDAB?

Daytona Beach's central Florida coastal location creates one of the most active summer convective environments in the continental United States. From June through September, afternoon sea-breeze thunderstorms develop rapidly along the Atlantic coast, often within 30–45 minutes of first convective initiation. Cells can reach severe intensity with hail, wind shear, and heavy rain that reduces visibility to near zero. IFR pilots routing through the Daytona area in summer must carry airborne weather radar or plan to divert.

Winter and spring bring coastal fog that can drop KDAB to ILS minimums or below overnight and in early morning, particularly after cold frontal passage brings clearing skies and light winds. The National Weather Service Melbourne (MLB) office issues terminal aerodrome forecasts for KDAB. Heavy bird activity near the airport and the nearby landfill is a year-round wildlife hazard — pilots should maintain situational awareness at low altitudes during approach and departure.

What should you expect on an instrument checkride at KDAB?

KDAB's mix of airline traffic, flight training operations, and Class C airspace creates a structured but active checkride environment. The DPE will evaluate whether you understand Class C requirements — specifically, that two-way communication must be established before entry per 14 CFR 91.130, and that ATC acknowledgment of your callsign (not just "standby") satisfies the requirement. This is a common oral question at Class C airports.

Expect Daytona Approach to sequence you behind Embry-Riddle training aircraft as well as airline traffic. ATC communication discipline is essential — controllers will not repeat instructions for hesitation. The DPE is watching how you manage frequency changes, altimeter settings during approach descent, and approach briefing workload simultaneously.

The ILS RWY 25R and ILS RWY 07L are the primary precision approaches for checkride use. Applicants flying glass cockpit aircraft should be prepared to demonstrate a raw-data ILS, a competency requirement under ACS Task VI.B. Under 14 CFR 91.175(e), once below DA, a missed approach is mandatory if required visual references are lost — the DPE will note whether your missed approach is executed immediately and declared on frequency. RNAV approaches to runways 16 and 34 provide non-precision approach practice in a crosswind configuration.

Practice Questions

1. Daytona Approach says "Cessna 12345, radar contact, standby" when you call entering Class C airspace. Are you cleared to enter? What specific response from ATC satisfies the 14 CFR 91.130 communication requirement?

2. You are flying the ILS RWY 25R at KDAB when you observe a cell building on your weather radar 8 nm ahead on the approach corridor. You are at the outer marker. What are your options, and what ACS task covers weather decision-making during an approach?

3. KDAB Approach clears you for the RNAV (GPS) RWY 07R approach. Your GPS shows LNAV minima only — no LPV or LNAV/VNAV. What does this mean, and at what altitude do you execute the missed approach?

4. You break out of the clouds at 500 ft AGL on the ILS RWY 07L and see only the approach lights — no runway environment. Under 14 CFR 91.175(c), how low can you descend using approach lights alone?

5. On a checkride at KDAB in July, the DPE asks you to describe your weather decision process for the return leg to Orlando Executive (KORL), which is showing a pop-up convective cell on the radar 15 nm west of your route. What do you tell the DPE?

Frequently Asked Questions

Q: What instrument approaches are published at KDAB?

KDAB publishes 7 instrument approaches: ILS or LOC Runway 07L, ILS or LOC Runway 25R, RNAV (GPS) Runway 07L, RNAV (GPS) Runway 07R, RNAV (GPS) Runway 16, RNAV (GPS) Runway 25R, and RNAV (GPS) Runway 34. The ILS approaches to 07L and 25R are the only precision procedures.

Q: What airspace class is Daytona Beach International?

KDAB is the center of Class C airspace. Under 14 CFR 91.130, aircraft must establish two-way radio communication with ATC and have a Mode C transponder before entering Class C. An IFR clearance satisfies the communication requirement for IFR flights.

Q: What are the ATIS and approach frequencies at KDAB?

KDAB ATIS broadcasts on 132.875 MHz. Daytona Beach Approach operates on 118.85 MHz. Tower is 120.7 MHz. Ground is 121.9 MHz. SAID surface detection radar requires transponders with altitude reporting and ADS-B enabled at all times on the surface.

Q: What is the elevation at Daytona Beach International?

KDAB is at 34.2 ft MSL (surveyed), per AirNav data. The low coastal elevation means sea-level altimeter settings are the standard. Runway 07L/25R at 10,500 ft is one of the longest runways in Florida and accommodates heavy airline and cargo traffic.

Q: Does KDAB have an ILS approach?

Yes. KDAB publishes ILS or LOC approaches to runways 07L and 25R. These are the only precision approaches at the airport. RNAV (GPS) approaches serve 5 runway ends with LNAV, LNAV/VNAV, or LPV minima depending on the procedure — verify current charts before flight.

Q: What weather hazards should IFR pilots expect at KDAB?

Daytona Beach's central Florida coastal location produces intense afternoon thunderstorm activity from June through September. Cells build rapidly near the sea-breeze convergence zone and can produce severe wind shear. Heavy migratory bird activity is a documented hazard near the 3.5 nm southwest landfill.

Q: What is SAID at KDAB and why does it matter?

SAID (Surface Area Intrusion Detection) is a surface radar system that detects unauthorized runway incursions. KDAB requires all aircraft to operate transponders with altitude reporting mode and ADS-B OUT enabled at all times on the surface, per 14 CFR 91.225.

Sources

• AirNav — KDAB Airport Information
• SkyVector — KDAB Instrument Approach Procedures
• 14 CFR 91.130 — Operations in Class C Airspace (Cornell LII)
• 14 CFR 91.175 — Takeoff and Landing Under IFR (Cornell LII)
• 14 CFR 91.225 — ADS-B Out Equipment Requirements (Cornell LII)
• FAA Instrument Flying Handbook FAA-H-8083-15B

This article was researched from FAA primary sources (ACS, FAR/AIM, Advisory Circulars, Instrument Flying Handbook), approach procedure data from AirNav and SkyVector, and citing current 14 CFR Part 91 — drafted by MockDPE. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.