KJQF Concord-Padgett Regional — Instrument Checkride Guide

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

Concord-Padgett Regional Airport (KJQF) serves the northeastern Charlotte metro area from the Piedmont Plateau of North Carolina at 705 ft MSL. The airport has a control tower operating 0700–2300 local, placing it in Class D airspace during those hours. Outside tower hours, the field reverts to Class E to the surface.

Charlotte Approach on 128.325 MHz handles all IFR arrivals and departures at KJQF. The airport is a popular alternative departure point for Charlotte metro pilots who want to avoid Charlotte Douglas (KCLT) traffic while still having access to ILS capability. Under 14 CFR 91.129, two-way radio communication with the tower must be established before operating within Class D airspace. Concord Tower frequency is 134.65 MHz.

What instrument approaches are published at KJQF?

KJQF publishes 3 instrument approach procedures, sourced from AirNav and verified against current SkyVector chart listings.

Special alternate minimums apply at KJQF — consult published procedures before designating this airport as an IFR alternate. The ILS RWY 20 is the primary checkride approach; runway 20's 704 ft threshold elevation means you must factor terrain-adjusted minimums into approach briefings.

What is the runway configuration at KJQF?

KJQF has a single runway, 2/20, measuring 7,402 × 100 ft with an asphalt grooved surface. Runway 20 has a 4-light PAPI and medium-intensity approach lighting (MALSR). Runway 2 has a 4-light PAPI only — no approach lighting system.

The runway slope is slight — approximately 65 ft from the runway 2 threshold to the runway 20 threshold. This is not operationally significant but is worth noting when briefing runway 2 as the high end.

What weather should instrument pilots expect at KJQF?

KJQF's Piedmont setting produces a predictable fog pattern. Radiation fog forms in the low terrain and valleys surrounding Concord on calm, clear autumn and winter nights. Ceilings can drop to 300–600 ft by early morning and clear rapidly once surface heating begins — usually by 1000–1100 local. A pilot executing an early-morning checkride at KJQF should have the ILS RWY 20 briefed and ready, as the transition from VMC to IMC can occur quickly between the home field and destination.

Winter frontal passages are more problematic. A warm sector ahead of a cold front can keep ceilings at 500–800 ft overcast for 12–24 hours, while the cold side of the front often brings freezing drizzle and IMC that can persist. The terrain MEAs between KJQF and the Blue Ridge to the northwest are 3,000–4,000 ft MSL — significantly higher than KJQF's field elevation — which pilots must account for when planning westbound IFR departures.

Summer convection from the Blue Ridge tracks northeast and can produce rapid IMC at KJQF on summer afternoons. Charlotte Approach will often issue ground delays or rerouting during active convective periods.

What should you expect on an instrument checkride at KJQF?

A checkride at KJQF tests your ability to operate in a moderately busy Class D environment while coordinating with Charlotte Approach for IFR services. Unlike busy Class B airports, the pace here is manageable — but the DPE will expect you to be familiar with the Charlotte TRSA and Class B shelf above, and to understand which ATC facility owns your flight at any given altitude.

The ILS or LOC RWY 20 is the natural first approach. Because runway 20 slopes up from 639 ft to 704 ft, the threshold crossing height and touchdown zone are both at the runway 20 end. Brief the approach plate carefully; the MALSR approach lighting on runway 20 will be your primary visual cue on short final in low ceilings.

Expect the DPE to assign the RNAV (GPS) RWY 02 for a non-precision approach. This runway end has no approach lighting, which means the visual transition on short final relies entirely on the runway threshold markings, PAPI, and runway edge lights. Under 14 CFR 91.175(c), you must have the runway environment in sight to descend below MDA — approach lighting alone is not sufficient for a non-precision approach to runway 2 because no approach lights are published.

The terrain discussion is an important oral component at KJQF. The DPE may ask about the MEA on V-222 northeast of KJQF or ask you to explain why the departure procedure specifies a minimum climb gradient. Know how to read a textual departure procedure and calculate whether your aircraft meets the published gradient.

Practice Questions

1. You are flying the ILS RWY 20 at KJQF. At decision altitude, you see only approach lights — no runway environment. Under 14 CFR 91.175(c), may you continue the descent? Down to what altitude?

2. KJQF has special alternate minimums. Explain what this means, how you find the alternate minimums, and under what condition you would need to designate an alternate for a flight to KJQF.

3. Charlotte Approach hands you off to Concord Tower on 134.65 MHz at 4 nm final. Tower clears you to land on runway 20. Who is responsible for terrain and obstacle clearance during the approach, and when does that responsibility transfer?

4. The departure procedure from KJQF runway 20 requires a minimum climb gradient of 200 ft/nm. Your aircraft's POH shows 500 ft/min at sea level. How do you determine whether your aircraft meets the gradient requirement at KJQF's field elevation on a standard day?

5. After a missed approach from the ILS RWY 20, Charlotte Approach instructs you to fly the RNAV (GPS) RWY 02. Brief the key differences in minima type, missed approach point, and visual requirements between these two procedures.

Frequently Asked Questions

Q: What instrument approaches are published at KJQF?

KJQF publishes an ILS or LOC to runway 20 and RNAV (GPS) approaches to both runway 2 and runway 20. The ILS RWY 20 is the only precision approach. Special alternate minimums apply — check published procedures before planning KJQF as an alternate.

Q: What airspace class is Concord-Padgett Regional Airport?

KJQF operates in Class D airspace with an active control tower (0700–2300 local). It sits beneath the Charlotte Class B airspace shelf. Charlotte Approach on 128.325 MHz handles IFR arrivals and departures. You must obtain a clearance from Charlotte Approach before departing IFR.

Q: What is the runway length at KJQF?

KJQF has a single runway: 2/20 at 7,402 × 100 ft with an asphalt grooved surface. Runway 20 elevation is 704 ft; runway 2 threshold is at 639 ft, reflecting the slight slope of the Piedmont terrain.

Q: What is the ATIS frequency at KJQF?

KJQF ATIS broadcasts on 133.675 MHz. Concord Tower operates on 134.65 MHz (0700–2300 local). Charlotte Approach and Departure use 128.325 MHz for IFR operations in the KJQF terminal area.

Q: How does Charlotte Class B airspace affect IFR operations at KJQF?

KJQF sits directly under the Charlotte Douglas Class B airspace shelf. VFR pilots must obtain a Class B clearance to transit that airspace. IFR pilots operating on a clearance from Charlotte Approach are automatically cleared through the Class B as part of their IFR routing.

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

The Piedmont foothills produce radiation fog in overnight low-wind conditions, often clearing by mid-morning. Winter frontal passages bring sustained low ceilings and freezing drizzle above 2,000 ft MSL. Summer afternoon convection tracks northeast off the Blue Ridge and can produce rapid IMC at KJQF.

Q: What is the field elevation at KJQF?

Concord-Padgett Regional Airport (KJQF) has a surveyed field elevation of 704 ft MSL. The airport sits on the Piedmont Plateau of North Carolina, which accounts for terrain MEAs of 3,000–4,000 ft MSL on several published airways in the region.

Sources

• AirNav — KJQF Airport Information
• SkyVector — KJQF Instrument Approach Procedures
• 14 CFR 91.129 — Operations in 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. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.