KCLT Charlotte Douglas — Instrument Checkride Guide

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

Charlotte Douglas International Airport (KCLT) is a major airline hub in Charlotte, North Carolina, at 748 ft MSL. The airport is surrounded by Class B airspace that extends from the surface in its core shelf, requiring an explicit ATC clearance under 14 CFR 91.131 before entry. Charlotte Approach controls the terminal environment on multiple sectors — primary frequencies include 120.05, 120.5, 124.0, 126.15, 128.325, and 134.75 MHz — and hands off to Atlanta Center (ZTL) or Washington Center (ZDC) for en route operations.

KCLT operates ASDE-X ground detection radar. All aircraft operating on the surface or within Class B must have transponders in altitude reporting mode and ADS-B OUT enabled, per 14 CFR 91.225. ATIS broadcasts on 121.15 for arrivals and 132.1 for departures. Tower is 118.1 MHz; ground is 121.8 (west) and 121.9 (east).

What instrument approaches are published at KCLT?

KCLT offers one of the most extensive approach suites in the Carolinas, including precision ILS procedures on all primary runways. The following procedures are sourced from AirNav.

Always verify current minima on official FAA charts — KCLT approaches are amended periodically. LOC-only minima are published separately from the ILS line and carry higher decision altitudes and visibility requirements.

What is the runway configuration at KCLT?

KCLT operates 3 parallel runway pairs in a north-south orientation, all capable of handling heavy air carrier traffic. The primary instrument runways are 18C/36C (10,000 ft) and 01L/19R (9,000 ft).

Active configuration depends on wind and traffic flow. Runway 36C and 18C are the primary arrival/departure runways. Noise abatement procedures may affect runway assignments, particularly during evening and overnight hours — check current NOTAMs before flight.

What weather should instrument pilots expect at KCLT?

Charlotte's inland Piedmont location produces a range of IFR hazards across all seasons. The dominant winter threat is cold-air damming — a meteorological pattern where cold air becomes trapped east of the Appalachian ridge, producing prolonged periods of freezing rain and ice that can coat runways and approach lighting systems. These events are notoriously difficult to forecast precisely and can persist for 12–24 hours.

Summer afternoons bring scattered to numerous convective cells that build rapidly in the Carolina heat. While KCLT itself may stay VFR during isolated activity, approach corridors from the west or southwest can be blocked by embedded thunderstorms. Autumn radiative fog forms quickly on clear nights and can reduce visibility to a quarter mile or less by early morning. Pilots operating in the Charlotte terminal area should obtain a thorough weather briefing, including PIREPs from aircraft working Charlotte Approach.

What should you expect on an instrument checkride at KCLT?

Flying a checkride at KCLT places you in a high-density airline environment from the moment you call clearance delivery. ATC expects precise, immediate readbacks and will not repeat instructions for hesitation. The DPE is evaluating communication discipline alongside instrument skill — fumbled readbacks in a busy Class B environment are noted.

Expect a structured SID (Standard Instrument Departure) or at minimum a departure heading and initial altitude well below cruise. Knowing how to brief a departure procedure concisely is evaluable under ACS Area V. Charlotte Approach will sequence GA aircraft into airline traffic streams; expect radar vectors to final that begin well outside the FAF. The DPE may issue a new clearance — a hold, a heading change, or an altitude amendment — precisely when you would naturally be heads-down briefing the approach plate. This is standard examiner technique at Class B airports.

The ILS RWY 36C and ILS RWY 18C are the most commonly used precision approaches at KCLT given their length and CAT I availability. Glass cockpit applicants should be prepared to demonstrate a raw-data ILS using only the CDI and altimeter — a requirement under ACS Task VI.B. Missed approach execution must be immediate and coordinated with Approach on frequency. Under 14 CFR 91.175(e), once below DA, a missed approach is mandatory if required visual references are lost.

Practice Questions

1. Charlotte Approach clears you for the ILS RWY 36C and assigns a speed of 180 knots to the outer marker. At what point can you reduce speed, and what regulatory basis governs speed restrictions inside the final approach fix?

2. You are established on the ILS RWY 18C and break out at 900 ft MSL — well above DA. Visibility is 1 mile with light freezing drizzle. The runway environment is not yet in sight at DA. What do you do, and which element of 14 CFR 91.175(c) applies?

3. ATC assigns you runway 01L for an ILS approach, but your chart shows the ILS on runway 01L has a note "NOT AUTHORIZED for CAT II/III." Your aircraft and crew are CAT II qualified. What does this mean operationally?

4. You receive a hold at the WEEZL intersection on the ILS RWY 36C approach with an EFC of 45 minutes. At fuel critical time, ATC has not provided an updated EFC. Walk through your decision process.

5. After a missed approach at KCLT, Charlotte Approach asks your intentions. You have minimums fuel for 45 minutes of flight. What alternates would you consider, and what 14 CFR Part 91 fuel requirements govern your decision?

Frequently Asked Questions

Q: What instrument approaches are published at KCLT?

KCLT publishes ILS or LOC approaches to runways 01L, 18C, 18L, 19R, 36C, and 36R, including CAT II/III procedures on select runways. RNAV (GPS) and RNAV (RNP) procedures are also published. Always verify current minima on official FAA charts before flight.

Q: What airspace class is Charlotte Douglas?

KCLT is the center of Class B airspace. Under 14 CFR 91.131, an explicit ATC clearance is required before entering Class B. On an IFR clearance, that authorization is embedded in your departure or approach sequence — you do not request it separately.

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

KCLT ATIS broadcasts on 121.15 (arrivals 132.1). Charlotte Approach operates on multiple sectors: 120.05, 120.5, 124.0, 126.15, 128.325, and 134.75 MHz. Tower is 118.1 MHz; ground is 121.8 (west) and 121.9 (east).

Q: What is the elevation of Charlotte Douglas Airport?

KCLT sits at 747.9 ft MSL, per AirNav surveyed data. This elevation is relevant when setting altimeter settings on approach — a 28-inch altimeter error equals roughly 1,000 feet of altitude error, which matters near DA on a precision approach.

Q: Does KCLT have CAT II or CAT III ILS approaches?

Yes. KCLT publishes CAT II and CAT III ILS procedures on select runways. CAT II/III operations require special authorization, specific aircraft equipment, and crew qualification beyond the standard instrument rating. Most checkride DAs are CAT I minima.

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

Charlotte sits in the Carolina Piedmont, which sees winter ice storms, freezing rain, and low ceilings from cold-air damming east of the Appalachians. Summer afternoons bring pop-up convective activity. Fog can form quickly in autumn radiative cooling events.

Q: What is the ADS-B requirement at KCLT?

KCLT operates ASDE-X ground detection radar and requires transponders with altitude reporting mode and ADS-B OUT enabled at all times while on the surface and in the Class B airspace, per 14 CFR 91.225.

Sources

• AirNav — KCLT Airport Information
• SkyVector — KCLT Instrument Approach Procedures
• 14 CFR 91.131 — Operations in Class B 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.