KMDW Chicago Midway — Instrument Checkride Guide

What is the approach environment like at KMDW?

KMDW is a Class C airport located on Chicago's southwest side, surrounded by dense urban development on all sides. Per the AIM Chapter 3, Class C airspace requires two-way radio communication and a Mode-C transponder (or ADS-B Out under 14 CFR 91.225) before entry. The airport sits approximately 13 miles southeast of KORD and inside O'Hare's Mode-C veil, so Chicago Approach manages arrivals and departures for both fields simultaneously. ASDE-X surface detection is in use — transponders with altitude reporting and ADS-B (if equipped) must remain on at all times on airport surfaces.

What instrument approaches are published at KMDW?

Three precision approach types and multiple RNAV procedures are published at KMDW. The ILS procedures serve the primary runway pair and the dominant arrival runway in the prevailing southwest flow.

Always retrieve current approach charts from FAA Aeronav before any flight or checkride briefing. Minimums, notes, and procedure designs change with each 28-day AIRAC cycle.

What is the runway configuration at KMDW?

KMDW has four asphalt runways arranged in two crossing pairs. The layout means active runways frequently cross each other, requiring hold-short compliance and positive readback of all runway crossing clearances.

For general aviation IFR operations the two restricted runways remain available, but their shorter length demands careful performance planning — particularly in low-visibility conditions where approach speed management and landing distance calculations must account for wet or contaminated pavement.

What weather patterns affect instrument operations at KMDW?

Chicago's proximity to Lake Michigan drives two distinct weather regimes that instrument pilots must anticipate. Summer convection can develop rapidly, generating embedded thunderstorms that require deviation and make IFR filing to KMDW without a solid alternate impractical. Winter lake-effect snow produces rapidly changing ceiling and visibility conditions — the 14 CFR 91.169(b) 1-2-3 alternate requirement is frequently triggered at KMDW from November through March.

Braking action reports are critical at KMDW in winter. The shorter runway lengths leave little margin for hydroplaning or delayed stopping on contaminated surfaces. DPEs using KMDW scenarios regularly present low-braking-action NOTAMs as a go/no-go decision factor.

What to expect on an instrument checkride at KMDW

A KMDW instrument checkride scenario tests several skill areas that distinguish it from approaches at less complex airports.

Airspace navigation into Class C. Before reaching the outer marker, you will need to demonstrate understanding of Class C communication requirements under the AIM and the Mode-C/ADS-B mandate. The DPE may ask when you are legally inside Class C and what happens if two-way communication is not established before entry.

ILS approach note awareness. The ILS or LOC RWY 13L has a published note that the localizer is unusable beyond 30 degrees left of course and the glideslope is unusable below 739 ft MSL. You are expected to brief these notes during the approach setup and explain their operational significance — not just read them aloud.

Crossing runway ops and hold-short compliance. With four crossing runways, KMDW ATC issues frequent hold-short instructions and runway crossing clearances. The DPE will assess whether you read back every runway holding instruction using the runway designator, as required by the AIM Chapter 4. Runway incursion prevention is an explicit risk management element in the FAA Instrument Rating ACS (FAA-S-ACS-8C).

Performance-based landing decision. Because the primary IFR runways top out at 6,522 ft in an urban environment with minimal go-around terrain clearance, the DPE may present a scenario where braking action is reported poor and ask whether you would accept the landing or divert. Your answer must be grounded in a calculated landing distance from your aircraft's POH, adjusted for actual conditions — not a rule-of-thumb estimate.

Alternate airport selection. In any scenario with marginal Chicago weather, the DPE expects you to identify a suitable alternate, apply the correct alternate minima from the approach chart notes (standard 600-2 / 800-2 unless the airport has a non-standard designation), and justify the choice under 14 CFR 91.169.

ATC sequencing inside KORD's environment. Expect the DPE to present a scenario where Chicago Approach vectors you for spacing behind KORD traffic. You need to understand that KMDW arrivals share the same approach control frequency environment as KORD traffic and that heading and altitude assignments may be driven by separation requirements you cannot directly observe.

Practice Questions

1. KMDW ATIS is reporting 400 ft overcast and 3/4 SM in snow. You are inbound IFR from KGYY. What alternate planning requirement applies, and what is the minimum weather required to legally file KMDW as your destination under 14 CFR 91.169?

2. You are cleared for the ILS or LOC RWY 13L at KMDW and the tower reports braking action poor. Your POH shows a landing distance of 4,200 ft in normal conditions. What factors must you evaluate before accepting the landing on a 6,522-ft runway?

3. Approaching KMDW from the south, you are inside KORD's Mode-C veil but outside KMDW's Class C inner ring. What equipment and communication requirements apply to your flight at this position?

4. The ILS RWY 13L approach plate note states "GS UNUSBL BLW 739 FT." You lose the glideslope at 800 ft MSL on the approach. What are your options and what published minimums now apply?

5. During your pre-approach briefing the DPE asks you to identify the missed approach procedure for the ILS RWY 31R. Where on the approach plate is that information found, and what is the significance of the missed approach holding fix?

This article was researched from FAA primary sources (ACS, FAR/AIM, NFDC airport data, AirNav) and citing current approach procedure data — drafted by MockDPE. Last updated: May 2026. Approach minimums and procedures change with each 28-day AIRAC cycle — always use current FAA Aeronav charts. If you spot an inaccuracy, email corrections@mockdpe.org.