KINT Smith Reynolds Airport — Instrument Checkride Guide

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

Smith Reynolds Airport (KINT) is a general aviation and commercial service airport located in Winston-Salem, North Carolina, in the Piedmont Triad region. Elevation is 969 ft MSL. The airport operates with Class D airspace and a part-time tower. IFR operations are managed by Greensboro Approach Control (KGSO TRACON), which also handles Greensboro Piedmont Triad International (KGSO) and High Point (KHNZ).

ATIS broadcasts on 121.3 MHz. Tower is on 123.75 MHz. Greensboro Approach handles arrivals and departures on 124.35 MHz. Ground operates on 128.25 MHz from 0645 to 2130 local. When the tower is closed, pilots coordinate IFR clearances and arrivals directly with Greensboro Approach.

What instrument approaches are published at KINT?

Approach data sourced from AirNav — KINT. KINT has a limited approach inventory compared to nearby KGSO — only three published instrument approaches, with only one precision procedure. Always verify current minima on official FAA charts before flight.

Runway 04/22 has no published instrument approach. The ILS or LOC RWY 33 is the primary checkride approach — it provides ILS precision guidance on runway 33, which is the longer end (6,655 ft). When runway 15 is in use, only the RNAV (GPS) RWY 15 is available, making that a non-precision approach environment requiring careful MDA management.

What is the runway configuration at KINT?

KINT operates 2 runways in an L-configuration. Runway 15/33 is the instrument runway at 6,655 by 150 feet with a grooved asphalt surface. Runway 04/22 is a shorter crosswind runway at 3,938 by 150 feet with no published instrument approach.

The 6,655 ft primary runway is adequate for most training and light twin aircraft used on checkrides. When winds favor runway 15, the absence of an ILS makes the approach more demanding — the RNAV (GPS) RWY 15 is the only guidance available.

What weather should instrument pilots expect at KINT?

Winston-Salem and the Piedmont Triad sit at the transition zone between the coastal plain to the east and the Blue Ridge Mountains to the west. This geography produces a distinctive weather pattern driven by orographic lifting along the mountain ridges. Cold fronts approaching from the west are enhanced as they push against the Blue Ridge, producing intense precipitation bands and rapid weather changes.

Winter weather is a significant operational concern at KINT. Freezing rain events occur multiple times per year when warm air overruns cold surface air trapped in the Piedmont valleys. Ice accumulation on aircraft, taxiways, and runways can make KINT completely non-operational for 12-24 hours during significant ice storms. Ground deicing equipment is limited compared to larger Class C and B airports.

Morning radiation fog in fall and winter is a frequent IFR condition at KINT. The airport sits in a shallow valley, and cold air pooling produces low-lying fog that can reduce visibility below 1 mile with a 200 ft ceiling while nearby hilltop terrain is clear. These conditions typically clear within 1-2 hours of sunrise.

Summer convective weather develops in the afternoon and evening. The Sauratown Mountains to the north and west act as initiation zones for afternoon thunderstorm clusters that track southeast into the Piedmont. Expect frequent pop-up cells from June through August, often with strong outflow winds and rapid visibility reduction.

What should you expect on an instrument checkride at KINT?

Smith Reynolds is a common checkride airport for applicants training at Winston-Salem-area flight schools and those departing Concord-Padgett (KJQF) or similar Piedmont Triad airports. The DPE will assign the ILS or LOC RWY 33 as the primary approach — it is the only precision approach available and tests the core ILS skill evaluated under ACS Area VI.B.

Greensboro Approach manages KINT arrivals. Expect radar vectors to the ILS RWY 33 final from the north or northeast, typically with a descending sequence from 4,000 or 5,000 ft. The DPE will evaluate whether you maintain the assigned altitude during vectors, configure the aircraft at an appropriate point, and intercept the localizer and glideslope in sequence — lateral first, then glideslope from below.

The limited approach inventory at KINT means the DPE may also assign the RNAV (GPS) RWY 15 to test non-precision approach technique. With only LNAV guidance available on runway 15, this requires flying to a published MDA and maintaining it until the runway environment is clearly in sight. Under 14 CFR 91.175(c), descent below MDA is not permitted unless the required visual references are distinctly visible. The step-down technique is the foundational non-precision skill tested here.

Departure from KINT into Class D airspace requires two-way communication with the tower before entering the Class D surface area under 14 CFR 91.127. The DPE may test departure procedure knowledge — KINT has published RNAV departures (HOPRZ ONE, JEANY ONE, TRSHA ONE) and the conventional TRIAD NINE. Knowing which procedure applies to your aircraft capability and the assigned route is a pre-departure planning skill evaluated under ACS Area V.

Holding at KINT typically uses published holds associated with the ILS RWY 33 approach. The DPE may assign a non-published holding pattern over a nearby VOR or intersection to test hold entry from an arbitrary arrival heading. Know your parallel, teardrop, and direct entry sectors without hesitation.

Practice Questions

1. Greensboro Approach clears you for the ILS RWY 33 at KINT and says "cross TUCKS at or above 3,000, cleared ILS runway 33 approach." Is TUCKS the outer marker or a published fix? How do you determine the appropriate descent from your charted procedure?

2. You are on the RNAV (GPS) RWY 15 and arrive at MDA of 1,400 ft MSL. You have the runway environment in sight at 1 mile. Under 14 CFR 91.175(c), what specific visual references must be "distinctly visible" before you may descend below MDA?

3. The DPE assigns you an LOC-only approach on the ILS RWY 33 — glideslope inoperative. What minima apply, and how do you establish a descent profile without glideslope guidance?

4. After a missed approach on the ILS RWY 33, Greensboro Approach assigns a hold at the KINT VOR, right turns, 090 inbound, EFC 30 minutes. You are arriving on a 270-degree heading. Identify the hold entry type and describe the entry procedure.

5. During the oral exam, the DPE asks why runway 04/22 has no published instrument approach. What factors typically prevent an instrument approach from being developed for a runway?

Frequently Asked Questions

Q: What instrument approaches are published at KINT?

KINT publishes an ILS or LOC RWY 33 approach, an RNAV (GPS) RWY 15, and an RNAV (GPS) RWY 33. The ILS RWY 33 is the sole precision approach at the airport. Runway 04/22 has no published instrument approach procedures.

Q: What is the airspace at Smith Reynolds Airport?

KINT is a towered airport with Class D airspace extending to 2,900 ft MSL within a 4.3 nm radius. IFR arrivals and departures are handled by Greensboro Approach. The tower operates during published hours and pilots must have two-way communication with the tower before entering Class D.

Q: What are the runway dimensions at KINT?

Runway 15/33 is 6,655 feet long and 150 feet wide — the primary IFR runway with a published ILS. Runway 04/22 is 3,938 feet long and 150 feet wide with no published instrument approach. Only runway 15/33 is used for instrument training and checkrides.

Q: What are the ATC frequencies at KINT?

ATIS broadcasts on 121.3 MHz. Tower is on 123.75 MHz. Approach and departure are handled by Greensboro Approach on 124.35 MHz. Ground is 128.25 MHz, available during tower hours of 0645-2130.

Q: What weather should pilots expect at KINT?

Smith Reynolds Airport sits in the Piedmont Triad region of North Carolina at 969 ft MSL. Winter weather systems tracking across the Appalachians can produce freezing rain and low ceilings. The airport experiences morning radiation fog in fall and winter, and afternoon convective storms in summer.

Q: Is KINT close to any terrain?

KINT is situated in the Piedmont region with moderate terrain. Higher terrain in the Blue Ridge and Sauratown Mountains lies to the west and north. MEAs on airways departing toward the mountains are higher than departure airport elevation and require attention during IFR flight planning.

Q: What ACS tasks apply to a checkride at KINT?

A checkride at KINT tests ILS precision approach skill (ACS Area VI), non-precision RNAV approach technique, missed approach execution, and departure procedure planning. The single ILS runway and limited approach inventory require the applicant to demonstrate proficiency under constrained conditions.

Sources

• AirNav — KINT Airport Information
• SkyVector — KINT Instrument Approach Procedures
• 14 CFR 91.127 — IFR Requirements: Class D Airspace (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 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.