KHSV Huntsville International — Instrument Checkride Guide

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

Huntsville International Airport-Carl T Jones Field (KHSV) is a commercial service airport located in Huntsville, Alabama, in the Tennessee Valley. Elevation is 629 ft MSL. The airport operates within Class C airspace and is served by Huntsville Approach Control, which manages IFR traffic for the Huntsville terminal area including nearby Redstone Arsenal and Huntsville Executive Airport (KMDQ).

ATIS broadcasts on 121.25 MHz. Tower is on 127.6 MHz. Huntsville Approach operates on 118.05 MHz for headings 360-179 degrees and 125.6 MHz for headings 180-359 degrees. Ground is 121.9 MHz. Clearance delivery is 120.35 MHz. Military UHF guard frequencies are also monitored given Redstone Arsenal proximity.

What instrument approaches are published at KHSV?

Approach data sourced from AirNav — KHSV. Always verify current minima on official FAA charts before flight.

Four ILS-served runway ends make KHSV one of the better-equipped general aviation checkride airports in the Southeast. The CAT II procedure on 18R is available in low-visibility conditions but requires specific aircraft certification and crew authorization beyond the scope of a standard instrument rating practical test.

What is the runway configuration at KHSV?

KHSV operates 2 long parallel runways oriented north-south. Runway 18R/36L at 12,600 feet is one of the longest runways in Alabama, originally constructed to support NASA and Department of Defense heavy aircraft operations. Runway 18L/36R at 10,001 feet also exceeds the operational requirement for nearly all general aviation and regional airline aircraft.

The parallel runway configuration with instrument procedures on all ends gives controllers and DPEs maximum flexibility for approach assignments regardless of wind direction. Both runways have asphalt/concrete grooved surfaces.

What weather should instrument pilots expect at KHSV?

Huntsville's position in the Tennessee Valley between the Cumberland Plateau to the northwest and the Appalachian foothills to the southeast creates distinct local weather patterns. Valley fog is the most common IFR hazard — cold, dense air settles in the valley floor on calm nights, producing radiation fog that develops quickly after sunset and dissipates slowly after sunrise. Autumn mornings from September through November are the highest-risk period, with ceilings frequently dropping to 200-500 ft and visibility below 1 mile.

Severe convective weather is a significant spring hazard. Huntsville sits in the northern fringe of Dixie Alley — a corridor of severe thunderstorm activity that extends from the Mississippi Valley into the Tennessee Valley. Significant tornado outbreaks have affected the area; the April 2011 outbreak was among the deadliest in state history. Pilots should obtain thorough pre-departure weather briefings during spring convective season and carry planned alternates with healthy fuel margins.

Winter ice storms occur multiple times per year. Freezing rain and sleet events in December through February can deposit significant ice accumulation on aircraft and runways with minimal warning. Icing PIREPs from nearby reporting points are essential for departure and arrival planning.

What should you expect on an instrument checkride at KHSV?

A checkride at KHSV combines the precision approach opportunities of a major airport with the manageable pace of a Class C environment — making it a common choice for instrument rating practical tests in northern Alabama. You will work with Huntsville Approach for both departure and arrival sequencing, which means two-way contact is required before entering the Class C as required by 14 CFR 91.130.

The DPE will likely assign the ILS RWY 18R or ILS RWY 36L for the primary approach — these are the primary traffic flow runways. Expect radar vectors to final inside the outer marker, with a descent clearance embedded in the approach clearance. Your job is to brief the approach before vectors begin, configure the aircraft on vectors, and intercept the localizer stabilized with gear and flap in the proper position for the aircraft type.

With four runway ends each having a published ILS, the DPE has flexibility to assign an approach to a runway with a tailwind component or assign a circle-to-land to test circling approach technique. If assigned a circling approach, understand the circling MDA, the protected area radius, and the visibility requirements under 14 CFR 91.175(c).

The proximity of Redstone Arsenal (KHUA) to the east introduces restricted airspace (R-2104) that you should be aware of when planning diversions or holding. The DPE may ask about your responsibilities when a routing takes you near restricted airspace during an IFR flight.

Holding at KHSV typically uses published holds on the approach procedures or ATC-assigned holds over published fixes. The long runways and good approach infrastructure mean the DPE is more likely to focus evaluative energy on cockpit resource management, automation management, and precision rather than raw navigation — have your avionics briefed and ready well in advance of each segment.

Practice Questions

1. Huntsville Approach clears you for the ILS RWY 18R and says "cross REXMO at or above 3,000, cleared ILS runway 18R approach." What does crossing altitude at REXMO represent, and what descent is authorized after that fix?

2. The DPE assigns you a circling approach to runway 36L following the ILS RWY 18L procedure. Describe the circling maneuver — the altitude you must maintain until in position to make a normal descent, and what you do if you lose the runway environment during circling.

3. You depart KHSV IFR and your clearance includes "climb via SID." What does "climb via" authorize and restrict compared to a standard altitude assignment?

4. During the oral exam, the DPE asks why KHSV's runway 18R/36L is 12,600 feet long. What historical use explains this, and what operational considerations does extreme runway length introduce for general aviation pilots?

5. After a missed approach on ILS RWY 36R, Huntsville Approach is not responding on 125.6 MHz. What is your immediate action and what FAA regulation covers lost communication procedures?

Frequently Asked Questions

Q: What instrument approaches are published at KHSV?

KHSV publishes ILS or LOC approaches to all four runway ends — 18L, 18R, 36L, and 36R — plus an ILS RWY 18R CAT II procedure. RNAV (GPS) approaches serve all four ends. Radar approaches are also available from Huntsville Approach.

Q: What is the airspace class at Huntsville International Airport?

KHSV is surrounded by Class C airspace. Under 14 CFR 91.130, two-way radio communication with approach control is required before entering Class C airspace. On an IFR clearance, ATC establishes contact and issues entry authorization as part of the approach sequence.

Q: How long are the runways at KHSV?

Huntsville International has two parallel runways. Runway 18R/36L is 12,600 feet long — one of the longest runways in Alabama — and runway 18L/36R is 10,001 feet. Both are 150 feet wide with asphalt/grooved surfaces.

Q: What are the ATC frequencies at KHSV?

ATIS broadcasts on 121.25 MHz. Tower is on 127.6 MHz. Huntsville Approach operates on 118.05 and 125.6 MHz depending on magnetic heading. Ground is 121.9 MHz. Clearance delivery is on 120.35 MHz.

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

Huntsville sits in the Tennessee Valley and is susceptible to valley fog that can produce instrument conditions with minimal warning, particularly on autumn and winter mornings. Severe thunderstorm activity is elevated from March through May. Winter ice storms and freezing rain occur several times per year.

Q: Does KHSV have CAT II ILS operations?

Yes. The ILS RWY 18R is certified for CAT II operations. CAT II minima require specific aircraft equipment, crew training, and airport certifications under 14 CFR 91.189. A standard instrument checkride uses CAT I ILS minimums unless the DPE and aircraft are specifically authorized for CAT II.

Q: What makes KHSV a good instrument checkride airport?

KHSV offers four ILS-served runway ends, long runways, and active Class C airspace — giving the DPE flexibility to assign different approach configurations and test ATC communication skills. The Tennessee Valley terrain also introduces realistic MEA and MOCA planning questions.

Sources

• AirNav — KHSV Airport Information
• SkyVector — KHSV 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)
• 14 CFR 91.189 — Category II and III Operations (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 AirNav and SkyVector, and citing current 14 CFR Part 91 — drafted by MockDPE Editorial Team. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.