KRIC Richmond International — Instrument Checkride Guide

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

Richmond International Airport (KRIC) serves the greater Richmond, Virginia metro area at 167 ft MSL. It operates within Class C airspace — under 14 CFR 91.130, two-way radio communication with ATC must be established before entering Class C. Tower operates continuously on 121.1 MHz; ATIS on 119.15 MHz; Ground on 121.9 MHz; Clearance Delivery on 127.55 MHz. Richmond Approach covers the northeast sector on 118.2 MHz and the southwest sector on 126.4 MHz.

KRIC is a small-to-medium commercial service airport with regional jet and turboprop airline traffic alongside general aviation operations. ATC tempo is moderate compared to major hubs, making it a manageable but realistic IFR environment for checkrides.

What instrument approaches are published at KRIC?

KRIC offers a robust published approach suite for a Class C airport, sourced from SkyVector.

Always verify current minima and procedure status on official FAA charts before flight. CAT II/III operations on RWY 34 require specific aircraft certifications, crew training, and airport ground facilities — they are not available to standard GA operations without those qualifications.

What is the runway configuration at KRIC?

KRIC operates two intersecting runways, both of which have ILS approaches on multiple ends.

Runway 16/34 at 9,003 ft is the primary airline and IFR runway. With CAT II/III certification on the RWY 34 end, it is equipped for low-visibility operations that exceed standard CAT I requirements. Runway 02/20 at 6,607 ft is the secondary IFR runway. Active runway configuration depends on wind — south or southwest wind typically favors Runway 34; north or northeast wind favors Runway 16 or 20.

What is the CAT II/III ILS at KRIC?

The ILS RWY 34 at KRIC is certified for Special Authorization CAT I, CAT II, and CAT III operations — one of relatively few Category III-certified ILS installations at a Class C airport in the mid-Atlantic region. CAT I operations are available to any appropriately equipped IFR pilot with standard IFR training. CAT II requires a DA of 100 ft (with appropriate RVR), special crew training, and aircraft equipment under 14 CFR Part 91, Subpart F and applicable OpSpecs.

On an instrument checkride, a DPE at KRIC will use the CAT I ILS RWY 34 as the standard evaluation approach. The DPE may ask you to explain the difference between CAT I, CAT II, and CAT III minimums and the additional requirements for lower-category operations. This knowledge is evaluable under ACS Area VI (Instrument Approach Procedures) and ACS Area I (Preflight Preparation — regulations).

What weather patterns affect KRIC?

Cold air damming is the dominant winter IFR pattern at Richmond. When cold high pressure anchors over the western Atlantic and warm air advances from the Gulf, a cold air mass becomes trapped east of the Blue Ridge Mountains. Richmond sits squarely in this cold pool, which produces persistent low ceilings, freezing drizzle, and ice accumulation from the surface upward for 1–3 days. During severe cold air damming events, ceilings at KRIC can sit at 200–400 ft for 48 hours.

Nor'easters are the second major winter hazard. These coastal storms track up the East Coast from the Carolinas to New England, delivering snow, sleet, and mixed precipitation to Richmond from November through March. A strong nor'easter can drop 6–12 inches in 24 hours with sustained northeast winds and ceilings at minimums.

Summer afternoon convection is common across the Virginia Piedmont from June through August. Pop-up cells develop over the Blue Ridge and track east, often reaching Richmond by late afternoon with gusty winds and sudden IFR onset. The National Weather Service Richmond (AKQ) office issues terminal aerodrome forecasts for KRIC.

What should you expect on an instrument checkride at KRIC?

Richmond International provides a realistic mid-complexity IFR training environment. The airport is busy enough that ATC sequences you among airline traffic but not so congested that the workload approaches a major hub. The DPE will evaluate your ability to manage Class C communications, brief and fly multiple approaches, and demonstrate sound decision-making under realistic conditions.

The ILS RWY 34 is the typical primary approach for a checkride. With 9,003 ft of runway and full CAT I precision guidance, it evaluates glideslope and localizer tracking to ACS tolerances (±1 dot CDI and glideslope). The DPE will confirm you correctly identify and call out DA — for the CAT I ILS, that is published in feet MSL on the approach plate — and that you execute the missed approach immediately upon reaching DA without the runway environment in sight.

Expect the DPE to assign the VOR approach as a second procedure. The VOR approaches at KRIC are served by an on-airport VOR, making the full procedure suitable for checkride evaluation. Tracking a VOR radial precisely for 6–8 miles is a skill that reveals instrument scan discipline — glass cockpit pilots who rely on magenta lines without crosschecking the raw VOR indicator often struggle on VOR approaches.

KRIC's proximity to Langley AFB means military traffic occasionally appears in the Class C structure. The DPE may ask how you would handle an unexpected TFR pop-up or a military NOTAM affecting your routing.

Practice Questions

1. You are on the ILS RWY 34 at KRIC and the glideslope fails at 1,500 ft MSL. The approach controller gives no indication of the failure. What are your options, and which regulatory section governs your descent on the localizer only?

2. The ILS RWY 34 at KRIC is certified for CAT II operations. You arrive with a DA of 200 ft posted on the chart. What additional equipment, training, and ground facility requirements would you need to legally execute a CAT II approach, and where are those requirements found?

3. Richmond Approach clears you for the VOR RWY 34 approach. You are established on the VOR inbound radial at MDA with 1 mile visibility when the runway environment comes into sight at ¾ mile. Under 14 CFR 91.175(c), which visual references must you identify before descending below MDA?

4. You are holding at DRIPP intersection waiting for an ILS clearance to KRIC. The EFC is 20 minutes. You have 1.5 hours of fuel. Your planned alternate is KORF (Norfolk), 55 nm away. Walk through your fuel planning decision using the requirements of 14 CFR 91.167.

5. KRIC Approach assigns you Runway 16 for landing. The only published IFR approach for Runway 16 is the ILS. However, the ILS is NOTAM'd out of service. What approaches remain available for Runway 16, and how does this affect your alternate planning?

Frequently Asked Questions

Q: What instrument approaches are published at KRIC?

KRIC publishes ILS or LOC approaches to Runways 02, 16, and 34. Runway 34 additionally holds Special Authorization CAT I, CAT II, and CAT III ILS certifications. RNAV (RNP) Y and Z procedures are published for all three ILS runways, as are VOR procedures. Always verify current minima on official FAA charts.

Q: What airspace class is Richmond International in?

KRIC operates within Class C airspace. Under 14 CFR 91.130, two-way radio communication with ATC must be established before entering Class C. Richmond Approach operates on 118.2 MHz (northeast quadrant) and 126.4 MHz (southwest quadrant). Tower is continuous on 121.1 MHz.

Q: What is the ATIS frequency at KRIC?

KRIC ATIS broadcasts on 119.15 MHz (with a backup on 263.025 MHz). Tower is on 121.1 MHz; Ground is on 121.9 MHz; Clearance Delivery is on 127.55 MHz. Richmond Approach is on 118.2 or 126.4 MHz depending on the sector.

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

Yes. Runway 34 at KRIC holds ILS certifications for Special Authorization CAT I, CAT II, and CAT III operations. These require specific aircraft equipment, crew qualifications, and airport facilities. Standard CAT I ILS operations on RWY 34 are available to all appropriately equipped IFR pilots.

Q: What are the runway lengths at KRIC?

KRIC has two runways: Runway 16/34 at 9,003 × 150 feet (asphalt, grooved) and Runway 02/20 at 6,607 × 150 feet (asphalt, grooved). Both runways have published ILS approaches on multiple ends.

Q: What military airspace is near KRIC?

Langley Air Force Base (KLFI) and associated military airspace lie approximately 70 miles to the southeast of KRIC. Military operations areas and warning areas over the Virginia coastal plain appear on the sectional and IFR en route charts. Pilots routing southeast from KRIC should check current NOTAM and SUA status.

Q: What weather hazards affect IFR operations at KRIC?

Cold air damming east of the Blue Ridge Mountains is the primary winter IFR hazard at Richmond. Coastal storms (nor'easters) can bring snow and low ceilings from November through March. Summer afternoon thunderstorms are common across the Virginia Piedmont from June through August.

Sources

• SkyVector — KRIC Instrument Approach Procedures
• 14 CFR 91.130 — Operations in Class C Airspace (Cornell LII)
• 14 CFR 91.167 — IFR Fuel Requirements (Cornell LII)
• 14 CFR 91.175 — Takeoff and Landing Under IFR (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 SkyVector, and citing current 14 CFR Part 91 — drafted by MockDPE. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.