KCEW Bob Sikes Airport — Instrument Checkride Guide

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

Bob Sikes Airport (KCEW) is the general aviation airport for Crestview, Florida, in the northern Florida Panhandle at 213 ft MSL. The airport is uncontrolled — no tower operates here — and IFR services are provided by Eglin Approach on 124.05 MHz. CTAF/UNICOM is 123.075 MHz. There is no ATIS; weather is available from the local ASOS.

The defining feature of KCEW's IFR environment is its proximity to Eglin Air Force Base, one of the largest military reservations in the United States. Restricted Areas and Military Operating Areas (MOAs) blanket the region. Pilots operating IFR in the KCEW area must check NOTAM status for these areas and expect routing that may deviate from direct tracks to avoid active restricted airspace. Eglin Approach coordinates IFR traffic with Eglin tower when necessary. FBO services are provided by Emerald Coast Aviation (UNICOM 123.075).

What instrument approaches are published at KCEW?

KCEW has four published instrument approaches, including a precision ILS to runway 17. Data sourced from AirNav.

Special alternate minimums and special takeoff minimums/departure procedures are published for KCEW. Before filing KCEW as an alternate, verify the published alternate minimums on the approach chart — standard non-precision alternate minimums (600 and 2) may not apply. Always verify current minima on official FAA charts before flight.

What is the runway configuration at KCEW?

KCEW has a single long runway well suited to instrument operations. The 8,006 ft length provides generous stopping distance even in wet conditions.

A published noise abatement procedure requires all departing aircraft to maintain runway heading to 700 ft MSL before beginning any turn. This applies regardless of aircraft type and is an evaluable item on a checkride — know your departure procedure before you taxi.

What weather should instrument pilots expect at KCEW?

Crestview sits in the Florida Panhandle, which experiences some of the highest annual thunderstorm frequency in the continental United States. From April through September, afternoon convective storms develop daily along sea-breeze convergence zones. These storms can produce lightning, hail, and wind shear that make IFR operations hazardous even when the airport itself remains above minimums. Careful weather evaluation before afternoon departures is essential.

Winter brings Gulf moisture and cold air interactions that produce widespread IMC across the Panhandle. Fog and low ceilings are common from December through February, occasionally persisting all day when high pressure sits to the north and Gulf moisture advects northward under the high. Freezing rain can occur during significant cold outbreaks.

Wildlife on and in the vicinity of the airport is also a noted operational hazard at KCEW, particularly at night. The published NOTAM language specifically warns of wildlife activity, which is relevant to night IFR operations and any go-around or missed approach that brings the aircraft to low altitude. The NWS Mobile (MOB) office provides terminal area forecasts for northwest Florida.

What should you expect on an instrument checkride at KCEW?

A checkride at KCEW tests a combination of skills that differ from busier towered airports. Without a tower, the pilot must manage self-announcement on CTAF while simultaneously complying with IFR clearances from Eglin Approach. The DPE will evaluate whether you make appropriate position reports, avoid stepping on other traffic, and maintain situational awareness in uncontrolled airspace.

The ILS RWY 17 is the primary precision approach at KCEW, and it is the most likely approach assigned on a checkride. The approach is standard CAT I precision, and the DPE expects a full approach brief, proper intercept technique, and controlled descent to DA with the required visual references identified before descending below DA per 14 CFR 91.175(c).

Military airspace awareness is a realistic oral exam topic at KCEW. The DPE may ask how you would determine whether a restricted area is active, what you would do if you received a clearance that would route you through an active restricted area, or how MOA status affects IFR versus VFR operations. Under 14 CFR 91.133, flight in restricted areas is prohibited unless you have permission from the controlling agency.

The noise abatement departure procedure — maintain runway heading to 700 ft MSL — is a specific local procedure that an instrument checkride applicant is expected to brief before departure. Failing to mention it when briefing the departure is a minor gap the DPE may note.

Practice Questions

1. You are cleared for the ILS RWY 17 at KCEW. Approaching DA, you see the approach lighting system but not the runway. Under 14 CFR 91.175(c), how low can you descend using approach lights alone, and what does "100 feet above touchdown zone elevation" mean in practice?

2. Eglin Approach clears you through an area that appears to overlap with a Restricted Area on your chart. The area shows active status on your preflight NOTAM check. What do you do?

3. You depart KCEW IFR and immediately turn to your cleared heading before reaching 700 ft MSL. The DPE notes this. What regulation or procedure did you violate, and what are the consequences?

4. You are filing KCEW as an alternate for a flight. Standard non-precision alternate minimums are 600 and 2. KCEW has special alternate minimums published. Where do you find them, and what document contains this information?

5. On the VOR-A approach at KCEW, you reach MDA and are circling for runway 35. You lose visual contact with the runway in a rain shower. What is the required action, and what ACS task area does circling approach technique fall under?

Frequently Asked Questions

Q: What instrument approaches are published at KCEW?

KCEW has four published instrument approach procedures: ILS or LOC RWY 17, RNAV (GPS) RWY 17, RNAV (GPS) RWY 35, and VOR-A. The ILS provides precision guidance to runway 17. The VOR-A is a circling-only procedure with no straight-in landing minimums.

Q: Does KCEW have a control tower?

No. Bob Sikes Airport (KCEW) is an uncontrolled airport. CTAF/UNICOM is 123.075 MHz. IFR approach and departure control is provided by Eglin Approach on 124.05 MHz. There is no ATIS — weather is obtained from the local ASOS.

Q: What airspace surrounds KCEW?

KCEW is located near Eglin Air Force Base, one of the largest military installations in the US by area. Military Operating Areas (MOAs) and Restricted Areas surround the airport. Pilots must check NOTAMs and Eglin restricted area status before operating in the vicinity. Eglin Approach on 124.05 MHz provides IFR service.

Q: What is the runway configuration at KCEW?

KCEW has a single runway, 17/35, measuring 8,006 ft × 150 ft with an asphalt surface. The ILS is published only to runway 17 (southbound). Runway 35 is served by an RNAV (GPS) approach only.

Q: What is the noise abatement procedure at KCEW?

KCEW requires departing aircraft to maintain runway heading to 700 ft MSL before turning. This applies to all aircraft and is a formal noise abatement procedure. The DPE may ask about it during the oral exam as part of airport-specific departure requirements.

Q: What weather hazards should pilots expect at KCEW?

Crestview, FL is in the Florida Panhandle, where afternoon convective activity is common from April through September. Sea-breeze convergence from the Gulf of Mexico drives daily thunderstorm development. Winter months bring fog and low ceilings associated with Gulf moisture and cold air damming.

Q: What is the VOR-A approach at KCEW?

The VOR-A at KCEW is a circling-only approach with no straight-in landing minimums to a specific runway. Pilots must maneuver visually to the runway while maintaining MDA under 14 CFR 91.175.

Sources

• AirNav — KCEW Airport Information
• SkyVector — KCEW Instrument Approach Procedures
• 14 CFR 91.133 — Restricted and Prohibited Areas
• 14 CFR 91.169 — IFR Flight Plan Filing Requirements (Cornell LII)
• 14 CFR 91.175 — Takeoff and Landing Under IFR (Cornell LII)
• FAA Instrument Flying Handbook FAA-H-8083-15B
• NWS Mobile (MOB) — Terminal Forecasts

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.