KMEM Memphis International — Instrument Checkride Guide

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

Frederick W. Smith International Airport (KMEM) — commonly called Memphis International — is a major air carrier hub at 341 ft MSL in Memphis, Tennessee. The airport is the global hub for FedEx, which means overnight heavy-jet traffic is intense from approximately 2200 to 0400 local. KMEM operates under Class B airspace. Under 14 CFR 91.131, pilots must receive an explicit ATC clearance before entering Class B — on an IFR clearance, that authorization is embedded in the departure or approach clearance issued by Memphis Approach.

KMEM is an ASDE-X airport: all transponders must operate in altitude-reporting mode and ADS-B (if equipped) must be active on all airport surfaces. This requirement applies from engine start to engine shutdown — not just while airborne.

What instrument approaches are published at KMEM?

KMEM has one of the most extensive approach suites in the mid-South, with precision approaches to all four runways and CAT II/III capability on the north complex, sourced from AirNav.

Always verify current minima on official FAA charts before flight. RNAV (RNP) AR approaches require specific aircraft and crew qualification per FAA AC 90-101A — they are not available to general aviation pilots without explicit authorization.

What is the runway configuration at KMEM?

KMEM operates 4 runways in a north-south/east-west configuration. The three parallel north-south runways support simultaneous ILS approaches and account for the majority of airline traffic.

All runways are grooved concrete. The three parallel north-south runways can support simultaneous independent ILS approaches in IMC when traffic volume demands — a procedure that requires specific ATC certification and is common during peak FedEx operations.

What weather should instrument pilots expect at KMEM?

Memphis sits at a weather crossroads where cold continental air from the north collides with warm, moist Gulf of Mexico air tracking up the Mississippi River valley. This geography produces dramatic winter weather events. Freezing rain and ice storms are common from December through February; a single ice storm can shut KMEM entirely for several hours. The National Weather Service Memphis (MEG) office issues TAFs and winter storm warnings that are closely followed by commercial operators at KMEM.

Summer brings the opposite extreme. Afternoon and evening convective activity is frequent from May through September. Isolated thunderstorms can develop quickly in the valley and produce microbursts. Memphis Approach manages ground delays and rerouting during convective events — general aviation pilots should expect holding or diversion advisories on short notice.

Fog is also a factor. Mississippi River valley radiation fog occurs most often in September and October, when warm ground temperatures and cool nights create rapid formation. Unlike coastal sea fog, valley fog typically lifts within an hour of sunrise but can surprise pilots arriving pre-dawn.

What should you expect on an instrument checkride at KMEM?

A checkride at KMEM means operating in one of the most complex ATC environments in the southeastern United States. Memphis Approach sequences GA aircraft alongside heavy jets and FedEx freighters. The DPE is watching whether you communicate professionally, maintain assigned altitudes precisely, and comply with speed restrictions — particularly the 250-knot limit below 10,000 ft MSL under 14 CFR 91.117 and any ATC-assigned speed adjustments.

Expect the examiner to use the ILS RWY 36C or 36L as the primary precision approach given their length and CAT II/III certification. The DPE may request that ATC provide a raw-data ILS with no flight director — demonstrating the ability to track a full-deflection ILS to minimums without automation is a core ACS competency under Task VI.B.

The parallel runway environment means you may be assigned "parallel approach" instructions where a second aircraft is flying the adjacent ILS simultaneously. You are responsible for maintaining your own separation from any published missed approach and for understanding the missed approach instructions fully before beginning the approach. Under 14 CFR 91.175(e), a missed approach must be executed immediately if visual references are lost after descending below DA.

The ASDE-X requirement is a legitimate oral topic: expect the DPE to ask when you may disable the transponder after landing and what the regulatory basis for ASDE-X operations is (it's ATC-mandated, not FAR-mandated per se — but failure to comply would violate ATC instructions under 14 CFR 91.123).

Practice Questions

1. KMEM Approach clears you for the ILS RWY 36C and assigns "maintain 180 knots to the outer marker." At what point does the speed restriction expire, and what 14 CFR section governs minimum speed restrictions from ATC?

2. You are flying the ILS RWY 36L when approach advises "traffic on parallel ILS 36C, report runway in sight." What visual references are required to descend below DA, and may you use the adjacent runway's lights as visual reference under 14 CFR 91.175(c)?

3. After landing on runway 36C, ground instructs you to hold short of runway 18L/36R. You taxi toward the runway. Your transponder is in standby. Is this correct, and what does the ASDE-X requirement state?

4. You are departing KMEM IFR and approach assigns a Class B clearance with an initial altitude of 3,000 ft and a heading of 360. At what point are you cleared into Class B airspace, and what 14 CFR section governs entry?

5. The RNAV (RNP) AR approach to KMEM shows a minimum of 200-1/2. Your aircraft is WAAS-capable but not RNP AR-certified. May you fly this approach? What FAA guidance governs RNP AR authorization?

Frequently Asked Questions

Q: What instrument approaches are published at KMEM?

KMEM publishes ILS or LOC approaches to runways 9, 18C, 18L, 18R, 27, 36C, 36L, and 36R. CAT II/III procedures are certified on runways 36C, 36L, and 36R. RNAV (GPS) and RNAV (RNP) approaches are published to multiple runway ends.

Q: What is the airspace class at Memphis International?

KMEM is surrounded by Class B airspace. Under 14 CFR 91.131, an explicit ATC clearance is required before entering Class B airspace. On an IFR clearance, that clearance is embedded in the departure or approach sequence from Memphis Approach.

Q: What is the ATIS frequency at KMEM?

KMEM ATIS broadcasts on 127.75 MHz. Memphis Tower operates on 118.3, 119.7, and 128.425 MHz. Approach is on 119.1 and 125.8 MHz; departure on 124.15 and 124.65 MHz.

Q: What is ASDE-X and why does it matter at KMEM?

ASDE-X is an Airport Surface Detection Equipment system that tracks aircraft and vehicles on the airport surface. At KMEM, all transponders must operate in altitude-reporting mode on all airport surfaces. Disabling the transponder after landing — a common habit — is prohibited here.

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

Memphis sits at the convergence of cold air from the north and warm Gulf moisture from the south. Winter ice storms and freezing rain are common from December through February. Summer afternoon thunderstorms can develop rapidly over the Mississippi River valley.

Q: How long are the runways at KMEM?

KMEM's longest runway is 18C/36C at 11,120 feet. Runways 18R/36L (9,320 ft) and 18L/36R (9,000 ft) serve parallel ILS approaches. Runway 9/27 is 8,946 feet and supports an east-west ILS for crosswind operations.

Q: Does KMEM have RNAV (RNP) approaches?

Yes. RNAV (RNP) approaches with Authorization Required (AR) are published at KMEM. These require special aircraft and crew qualification under FAA AC 90-101A. They are not available to general aviation pilots without explicit FAA authorization.

Sources

• AirNav — KMEM Airport Information
• SkyVector — KMEM Instrument Approach Procedures
• 14 CFR 91.117 — Aircraft Speed (Cornell LII)
• 14 CFR 91.123 — Compliance with ATC Clearances (Cornell LII)
• 14 CFR 91.131 — Operations in Class B Airspace (Cornell LII)
• 14 CFR 91.175 — Takeoff and Landing Under IFR (Cornell LII)
• FAA AC 90-101A — RNAV (RNP) Authorization Required
• 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 current 14 CFR Part 91 — drafted by MockDPE. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.