KCHS Charleston International — Instrument Checkride Guide

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

Charleston International Airport (KCHS) — officially Charleston Air Force Base/International Airport — is a joint-use civilian and military facility serving the Charleston, South Carolina metropolitan area at 46 ft MSL. The airport is surrounded by Class C airspace, requiring two-way radio communication with Charleston Approach before entry. Tower operates on 126.0 MHz (civilian) and 239.0 MHz (military UHF). Ground is on 121.9 MHz, ATIS on 124.75 MHz, and approach control on 120.7 and 121.275 MHz.

Joint-use status means military flight operations share runways with commercial and general aviation traffic. Transient aircraft require 30-minute prior notification to the military base. Pilots should monitor NOTAMs carefully for military activity and runway closures that may not appear in standard civilian NOTAM channels. Two FBOs — Atlantic Aviation and Signature Aviation — serve general aviation transients at KCHS.

A published operational note requires all aircraft to use the upper antenna until airborne — a joint-use antenna configuration item that general aviation pilots may encounter in a checkride briefing.

What instrument approaches are published at KCHS?

KCHS has one of the most comprehensive approach suites of any Class C airport in South Carolina, reflecting its military heritage and 24/7 instrument operations. Data sourced from AirNav.

The RNAV (RNP) Z approaches require FAA Authorization Required (AR) certification for both the aircraft and the pilot — they are not standard IFR procedures available to all instrument-rated pilots. General aviation pilots should use the RNAV (GPS) Y procedures. Always verify current minima on official FAA charts before flight.

What is the runway configuration at KCHS?

KCHS operates two concrete runways built to military standards, providing reliable all-weather surfaces in the coastal South Carolina environment.

Runway 15/33 is the primary instrument runway pair at KCHS. At 9,001 ft, it can accommodate heavy transport aircraft and provides generous stopping distance for general aviation. Raised approach lights on runway 15/33 are noted in official airport data — these improve visual acquisition in low-visibility coastal conditions. Special minimums apply; check the published alternate minimums before filing KCHS as an alternate.

What weather should instrument pilots expect at KCHS?

Charleston's Lowcountry coastal location drives its weather profile. Sea fog and onshore moisture flow are persistent year-round hazards, with the highest frequency of low ceilings occurring when warm Gulf Stream water lies close to the coast and cooler air moves over it. Spring and early summer mornings frequently produce coastal IFR conditions that burn off by midday, only to be replaced by afternoon convective storms.

The Atlantic hurricane season (June through November) means tropical weather systems can affect KCHS directly or indirectly. Tropical cyclones approaching from the southeast bring sustained low ceilings, gusty crosswinds, heavy rain, and potential runway closures. Flight planning in the coastal Southeast during hurricane season requires monitoring of NHC advisories alongside standard weather products.

Winter cold outbreaks occasionally bring freezing rain to the coast, which is particularly hazardous because pavement temperatures can stay below freezing even when air temperatures rise above — surface ice persists longer than inland locations. The NWS Charleston (CHS) office issues terminal aerodrome forecasts and special weather statements for KCHS. For tropical products, NHC advisories are the authoritative source.

What should you expect on an instrument checkride at KCHS?

A checkride at KCHS introduces elements that distinguish it from a typical general aviation airport: Class C procedures, joint-use military operations, and an extensive approach suite including RNP procedures that the applicant should recognize but understand are not for general use without AR authorization.

The Class C oral discussion at KCHS typically centers on entry requirements and what two-way communication means in practice under 14 CFR 91.130. The DPE will probe whether you understand that ATC acknowledgment of your call sign is sufficient — an ATC response of "standby" counts, while an ATC response that uses your registration number counts. Knowing the specific difference between Class B (explicit clearance required) and Class C (two-way contact required) is a frequent checkride question.

The ILS RWY 33 and ILS RWY 15 are the primary checkride approaches at KCHS. Runway 33 brings the aircraft northbound over the Cooper River estuary and residential areas south of the airport — the approach has a standard profile, but the coastal visual environment can be disorienting in reduced visibility. The DPE will evaluate whether you brief the full approach plate including the missed approach, maintain instrument scan throughout, and execute the missed approach decisively per 14 CFR 91.175(e).

TACAN approaches are a published option at KCHS, and a well-prepared applicant should be able to explain what TACAN is, why it appears on civilian approach charts at joint-use airports, and how it differs from a civilian VOR/DME in function and availability. You would not use a TACAN approach in a civilian aircraft without TACAN equipment, but knowing what it is demonstrates the airport knowledge expected at the instrument level.

VOR/DME approach technique is another evaluable skill at KCHS, particularly the step-down profile common to these procedures. The DPE may assign the VOR/DME or TACAN RWY 33 as a second approach to test non-precision technique after the ILS precision approach.

Practice Questions

1. You are inbound to KCHS Class C airspace at 20 nm. You call Charleston Approach and they respond "November 4567 Bravo, Charleston Approach, standby." Are you authorized to enter Class C airspace? Explain the regulatory basis for your answer under 14 CFR 91.130.

2. The RNAV (RNP) Z RWY 15 is published at KCHS. You are flying a Cessna 172 with a Garmin G1000 that is IFR-certified. Can you fly this approach? What additional authorization is required?

3. On the ILS RWY 15 at KCHS, you break out of the clouds at DA and see the runway environment. The aircraft is 200 ft high on the glideslope and you are now below DA. Under 14 CFR 91.175, what is the correct action?

4. The DPE assigns the VOR/DME or TACAN RWY 33 approach. Your aircraft has DME but no TACAN. Can you fly this approach? What do you brief for the final approach course, and what is the missed approach procedure?

5. KCHS ATIS reports ceilings at 300 ft overcast, visibility 1 mile in fog. The ILS RWY 33 has a DA of 200 ft HAT. Is the weather above minimums for this approach? What visibility minimum applies for your aircraft category?

Frequently Asked Questions

Q: What instrument approaches are published at KCHS?

KCHS has ILS approaches to runways 15 and 33. RNAV (GPS) Y and RNAV (RNP) Z approaches are published for all four runway ends — 03, 15, 21, and 33. VOR/DME or TACAN approaches serve runways 03, 21, and 33, and a VOR Y or TACAN Y approach is published for runway 15.

Q: What airspace class is KCHS?

Charleston International Airport (KCHS) is surrounded by Class C airspace. Under 14 CFR 91.130, two-way radio communication with Charleston Approach must be established before entering Class C airspace. Tower operates on 126.0 MHz and approach control on 120.7 MHz.

Q: Is KCHS a joint-use military airport?

Yes. KCHS is a joint civilian/military airport, sharing runways with Joint Base Charleston. Transient aircraft require 30-minute prior notification. Pilots should monitor NOTAMs for military activity affecting runway availability.

Q: What is the ATIS frequency at KCHS?

KCHS ATIS broadcasts on 124.75 MHz. Tower operates on 126.0 MHz (civilian) and 239.0 MHz (military UHF). Ground is 121.9 MHz and 348.6 MHz. Approach operates on 120.7 and 121.275 MHz. Always verify current frequencies before flight.

Q: What are the runway dimensions at KCHS?

KCHS has two concrete runways: 15/33 at 9,001 ft × 150 ft and 03/21 at 7,000 ft × 150 ft. Both runways are concrete/grooved, reflecting the military-grade construction standards of a joint-use facility.

Q: What weather hazards should instrument pilots expect at KCHS?

Charleston's coastal location on the South Carolina Lowcountry produces sea fog, onshore moisture flow, and summertime convective storms. Tropical systems tracking northward in the Atlantic can affect KCHS from June through November. Winter Arctic cold outbreaks occasionally produce freezing rain and ice.

Q: What are the RNAV (RNP) approaches at KCHS?

KCHS publishes RNAV (RNP) Z approaches to all four runway ends. RNP approaches require Authorization Required (AR) authorization from the FAA — they are not available to all IFR-equipped aircraft. Standard general aviation aircraft use the RNAV (GPS) Y procedures instead.

Sources

• AirNav — KCHS Airport Information
• SkyVector — KCHS 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)
• FAA Instrument Flying Handbook FAA-H-8083-15B
• NWS Charleston (CHS) — Terminal Forecasts
• NHC — Atlantic Tropical Weather Advisories

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.