KMOB Mobile Regional — Instrument Checkride Guide

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

Mobile Regional Airport (KMOB) is a Class C airport serving Mobile, Alabama, at 219 ft MSL on the Gulf Coast. Under 14 CFR 91.130, pilots must establish two-way radio communication with Mobile Approach before entering Class C airspace. The two-way communication requirement is met when ATC acknowledges your callsign — receiving the response "aircraft calling, standby" is sufficient. Approach operates on 118.5 and 121.0 MHz; ATIS on 124.75 MHz; tower on 118.3 MHz.

An important KMOB-specific note: when the tower is closed, RVR (runway visual range) is unavailable and conditions are not monitored. This means after-hours IFR arrivals cannot obtain official RVR readings, which affects whether they can legally begin certain approaches if the published minimums require RVR. Pilots should treat this limitation as a planning item — if RVR is required by the approach minimums, the closed-tower scenario could prevent legal commencement of the approach.

What instrument approaches are published at KMOB?

KMOB has a practical Gulf Coast approach suite, including ILS on both ends of the primary runway and GPS approaches to all four runway ends, sourced from AirNav.

Special alternate minimums are published for KMOB. Standard alternate minimums (600-2 precision, 800-2 non-precision) do not apply here — pilots must consult the specific published alternate minimums before filing KMOB as an alternate destination.

What is the runway configuration at KMOB?

KMOB has 2 runways. Runway 15/33 is the primary 8,502 ft instrument runway. Runway 18/36 provides a north-south crosswind runway at 4,376 ft with RNAV approaches but no ILS.

Runway 15/33 orientation is practical for Gulf Coast wind patterns, which are predominantly from the south-southeast during summer sea breeze and from the north during winter cold air outbreaks. The ILS on both ends means the DPE has precision approach options regardless of wind direction on checkride day.

What weather should instrument pilots expect at KMOB?

Mobile is one of the rainiest cities in the continental United States, averaging over 65 inches of rainfall annually. Gulf moisture is nearly constant, producing regular low-ceiling events that bring KMOB to IFR conditions year-round. Sea fog forming over the warm Gulf and advecting onshore is particularly common in late summer and early autumn when sea-surface temperatures are at their peak and cooler nights promote condensation.

Tropical weather is the most significant seasonal hazard. Hurricane season runs officially from June 1 through November 30 per NOAA/NHC. Mobile Bay's funnel geography concentrates storm surge during Gulf landfalls, and KMOB has closed during multiple major hurricane events. Pilots operating in the region during hurricane season must monitor long-range tropical forecasts and have robust alternate planning.

Winter frontal passage brings low ceilings, gusty winds from the north, and occasional freezing precipitation during significant cold outbreaks. The National Weather Service Mobile (MOB) office issues TAFs and marine fog advisories applicable to KMOB operations.

What should you expect on an instrument checkride at KMOB?

Flying a checkride at KMOB places you in a Class C environment with active commercial airline traffic — Delta, American, and United operate regional jets to KMOB — which means ATC sequencing is real, not simulated. Expect Mobile Approach to issue vectors, speed adjustments, and altitude restrictions that affect your approach briefing and execution simultaneously.

The DPE will likely use the ILS RWY 33 or ILS RWY 15 as the primary precision approach, chosen based on wind direction. One of the most valuable checkride scenarios at a two-ILS airport is to fly one ILS and then receive the missed approach followed by an immediate vector for the opposite runway's approach — testing both your missed approach execution and your ability to quickly brief a new approach under workload. Under 14 CFR 91.175(e), a missed approach must be executed immediately if visual references are lost below DA.

The VOR or TACAN-A circling approach is a strong checkride tool because it separates the approach from any specific runway. The DPE can assign the circling procedure and then designate any runway as the landing runway, testing whether you understand circling approach protected areas, category-based MDA, and the requirement to maintain the airport environment in sight throughout the turn. Circling approaches are evaluated under ACS Task VI.D.

The after-hours RVR limitation is a legitimate DPE topic. Expect a question like: "It's 0300 and the KMOB tower is closed. The ILS RWY 33 minimums show RVR 1800. RVR is unavailable. May you commence the approach?" The answer involves understanding when RVR is required, what substitute visibility sources are acceptable under the applicable procedure, and whether the approach can legally begin. The AIM and approach chart notes are the governing references.

Practice Questions

1. You are inbound to KMOB at night when the tower is closed. The ILS RWY 33 has published minimums of 200 ft DA and RVR 1800. RVR is not reported because the tower is closed. May you commence the approach? What is the governing reference?

2. Mobile Approach clears you to enter Class C and gives you a squawk code. Ten minutes later you change frequencies and enter a different Class C sector without calling Approach. What regulation did you violate and what was missing?

3. You are flying the VOR-A circling approach to KMOB, Category B. At MDA you see the airport but not the runway environment. You begin a left circling turn to runway 33. During the turn, you lose visual contact with the airport. Under 14 CFR 91.175, what must you do?

4. Hurricane Ida is forecast to make landfall 200 nm west of KMOB in 36 hours. You are planning an IFR flight to KMOB tomorrow evening. Walk the DPE through your go/no-go decision process and alternate selection.

5. You have filed KMOB as your alternate. The DPE asks you to verify that the standard alternate minimums apply. You check the approach plate notes and find Special Alternate Minimums. Where do you find those specific minimums, and how do they affect your fuel planning?

Frequently Asked Questions

Q: What instrument approaches are published at KMOB?

KMOB publishes ILS or LOC approaches to runways 15 and 33, RNAV (GPS) approaches to runways 15, 18, 33, and 36, and a VOR or TACAN-A circling procedure. Special alternate minimums are published — review before filing KMOB as an alternate.

Q: What is the airspace class at Mobile Regional Airport?

KMOB operates under Class C airspace. Under 14 CFR 91.130, two-way radio communication must be established with Mobile Approach before entering Class C. An ATC clearance is not required — communication is the threshold requirement.

Q: What is the ATIS frequency at KMOB?

KMOB ATIS broadcasts on 124.75 MHz. Mobile Tower operates on 118.3 MHz. Approach and departure frequencies are 118.5 and 121.0 MHz. Ground is 121.9 MHz.

Q: What are the runway dimensions at KMOB?

Runway 15/33 is 8,502 feet by 150 feet — the primary ILS runway. Runway 18/36 is 4,376 feet by 150 feet and is served by RNAV (GPS) approaches but has no ILS. Both surfaces are grooved asphalt.

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

Mobile sits on the Gulf Coast and receives more annual rainfall than almost any other US city. Marine fog, low ceilings from Gulf moisture, and tropical systems from June through November are significant IFR hazards. Hurricanes and tropical storms can close the airport entirely.

Q: What happens to IFR services at KMOB when the tower is closed?

KMOB notes that RVR is unavailable when the tower is closed and that conditions are not monitored when ATC is closed. Pilots should treat after-hours KMOB operations with extra caution and verify current conditions through FSS or self-briefing before departure.

Q: Does KMOB have a VOR or TACAN approach?

Yes. KMOB publishes a VOR or TACAN-A procedure, which is a circling-only approach. It is not aligned with any specific runway, so pilots must identify the correct runway visually from the circling MDA and complete the circling maneuver within the protected area for their aircraft category.

Sources

• AirNav — KMOB Airport Information
• SkyVector — KMOB 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 Mobile (MOB) — Gulf Coast TAFs and Marine Forecasts
• NOAA National Hurricane Center

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.