KPDK DeKalb-Peachtree — Instrument Checkride Guide

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

DeKalb-Peachtree Airport (KPDK) is a Class D public airport located approximately 9 nm northeast of downtown Atlanta in Chamblee and Clarkston, Georgia. Elevation is 1,003 ft MSL. KPDK is one of the busiest general aviation airports in the United States and serves as the primary reliever airport for Hartsfield-Jackson Atlanta International (KATL).

The airport has an operating control tower and ATIS. Departing IFR flights are coordinated through the tower to Atlanta Approach/Departure Control. The Atlanta Class B airspace shelf begins at 3,000 ft MSL over KPDK, meaning any IFR departure that climbs above that altitude enters Class B and requires an ATC clearance — which is embedded in the IFR clearance for instrument flights. This Class B overlay is a significant feature of the KPDK IFR environment and a frequent oral exam topic.

What instrument approaches are published at KPDK?

KPDK's approach suite offers precision and non-precision options, sourced from AirNav and verified against current SkyVector chart listings.

Always verify current minimums on official FAA charts. The LOC-only procedure carries higher DA or MDA than the ILS — using ILS minimums when flying a localizer-only approach is a common and evaluable checkride error under 14 CFR 91.175.

What is the runway configuration at KPDK?

KPDK has two intersecting runways. The primary instrument runway — 20L/02R — aligns with the predominant northerly and southerly traffic flows. Runway 16/34 serves the secondary role and has no published instrument approach.

Active runway selection depends on wind direction and traffic flow. ATC at PDK Tower coordinates with Atlanta TRACON to sequence IFR departures and arrivals around the Class B traffic flow. NOTAMs from KPDK frequently note taxiway construction and intersection closures due to ongoing ramp expansion.

What weather should instrument pilots expect at KPDK?

Atlanta's climate produces weather hazards in every season. Summer (June–September) brings afternoon and evening convective activity driven by daytime heating over the Piedmont. Thunderstorm lines can develop rapidly and move through the KPDK area within 30–60 minutes. Convective SIGMETs from the Aviation Weather Center are essential on any summer afternoon departure.

Winter months produce freezing rain and mixed precipitation as warm moist Gulf air overrides cold arctic air masses. The Atlanta area averages one or two significant ice storm events per year — runway closures and approach minimums near zero are possible. Winter IFR flights out of KPDK require careful attention to icing forecasts; the Aviation Weather Center AIRMET Sierra and Zulu products are primary tools.

Spring and fall are the clearest seasons, though frontal boundaries and squall lines are common as seasons transition. The Appalachian terrain to the northeast of Atlanta can trap low pressure systems and produce prolonged IFR conditions that differ significantly from coastal weather.

Density altitude is a year-round consideration at KPDK given its 1,003 ft MSL elevation and the high temperatures characteristic of an Atlanta summer. On a 95°F summer day, density altitude at KPDK can approach 3,500 ft — a material performance reduction for normally aspirated piston aircraft.

What should you expect on an instrument checkride at KPDK?

KPDK is a high-activity GA airport where the pace of communication matches the traffic volume. The DPE will evaluate your ability to copy and read back IFR clearances accurately, understand Class B airspace restrictions embedded in the departure clearance, and manage the initial climb while communicating with PDK Tower and Atlanta Departure on successive frequency changes.

A typical KPDK departure clearance may include a routing restriction, an initial altitude below the Class B floor, a transponder code, and a departure frequency — all in a single transmission. The DPE is watching whether you copy the clearance without asking for a repeat and read it back correctly. Under ACS Area I, clearance copy and readback are evaluated skills.

On the ILS RWY 20L, expect radar vectors to final from Atlanta Approach that begin several miles outside the FAF. The DPE may give you the approach during the vector sequence — the briefing must be complete before intercepting the localizer, so time management during the vector is essential. If you are given the LOC-only approach, verify that you apply the correct (higher) minimums.

The KPDK scenario in the MockDPE triad departs KPDK for KMCN, making the transition through Atlanta Class B airspace shelf a natural oral topic. Expect the examiner to ask when a Class B clearance is required, what equipment is mandatory, and how the IFR clearance satisfies that requirement.

Practice Questions

1. Your IFR clearance from KPDK reads: "Cleared to KMCN via Victor 155, maintain 3,000, expect 6,000 in 10 minutes, departure frequency 119.7, squawk 4321." Identify each component of this clearance and explain the initial altitude restriction in the context of Atlanta Class B.

2. After takeoff from KPDK, Atlanta Departure instructs you to "climb and maintain 4,000." You are at 3,200 feet and entering the Class B shelf. Did you need a separate Class B clearance, or is the IFR clearance sufficient? Cite the applicable regulation.

3. On the ILS RWY 20L at KPDK, your glideslope flag comes into view at the outer marker. The localizer is tracking normally. What are your options, and what approach do you continue flying?

4. A convective SIGMET is active for a line of thunderstorms 40 nm west-northwest of KPDK moving eastward at 30 knots. Your total flight time to destination is 45 minutes. Do you depart? Explain your decision criteria.

5. Density altitude at KPDK on a summer afternoon is 3,400 feet. How does this affect your IFR departure? What performance numbers from the POH are most important to review?

Frequently Asked Questions

Q: What instrument approaches are published at KPDK?

KPDK has an ILS or LOC approach and RNAV (GPS) approaches. The ILS provides precision approach capability to the primary runway. Always verify current procedure names and minimums on official FAA charts before flight.

Q: What airspace class is KPDK in?

KPDK operates in Class D airspace with its own control tower. The airport lies beneath the Atlanta Class B airspace shelf, which begins at 3,000 feet MSL in the KPDK area. Departures climbing above 3,000 feet MSL must obtain a Class B clearance per 14 CFR 91.131.

Q: Why is KPDK a common IFR checkride departure airport?

KPDK is one of the busiest general aviation airports in the southeastern United States and serves as the primary GA reliever for Hartsfield-Jackson (KATL). Its Class D tower, Class B shelf overhead, ILS, and proximity to Atlanta make it a high-workload IFR training environment that DPEs use to evaluate clearance management and airspace awareness.

Q: What is the elevation at DeKalb-Peachtree Airport?

DeKalb-Peachtree Airport (KPDK) is at 1,003 feet MSL. This elevation is important for density altitude calculations — Atlanta summers produce high density altitudes that affect aircraft performance on departure and must be factored into takeoff planning under 14 CFR 91.9.

Q: What ATIS or AWOS frequency does KPDK use?

KPDK has an ATIS broadcast for both arrivals and departures. The current ATIS frequency is published on FAA approach charts and the Chart Supplement. Always obtain the current ATIS before contacting clearance delivery or ground control.

Q: How does the Atlanta Class B affect IFR departures from KPDK?

IFR departures from KPDK are coordinated with Atlanta Approach/Departure, which provides radar service and Class B clearances as part of the IFR clearance. The initial altitude in the IFR clearance will typically keep you below the Class B shelf until handoff to Atlanta Departure authorizes climb through Class B.

Sources

• AirNav — KPDK Airport Information
• SkyVector — KPDK Instrument Approach Procedures
• 14 CFR 91.131 — Operations in Class B Airspace (Cornell LII)
• 14 CFR 91.175 — Takeoff and Landing Under IFR (Cornell LII)
• FAA Instrument Flying Handbook FAA-H-8083-15B
• Aviation Weather Center — Convective SIGMETs

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.