KRDU Raleigh-Durham International — Instrument Checkride Guide

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

Raleigh-Durham International Airport (KRDU) serves the Research Triangle metro area of North Carolina at 435 ft MSL. It operates at the center of Class C airspace — under 14 CFR 91.130, two-way radio communication with ATC must be established before entering Class C. Tower operates continuously on 127.45 MHz; ATIS on 123.8 MHz; Ground on 121.9 MHz; Clearance Delivery on 120.1 MHz. Raleigh Approach handles arrivals on 124.95 and 127.675 MHz, with departure frequencies on 125.3 and 132.35 MHz.

KRDU is a medium-hub commercial airport with continuous airline traffic. General aviation IFR aircraft are sequenced among regional jets and mainline commercial flights. ATC expects immediate compliance and precise readbacks on all frequency assignments.

What instrument approaches are published at KRDU?

KRDU has one of the most comprehensive published approach suites of any Class C airport in the Carolinas, sourced from SkyVector.

No approach is published for Runway 14. The short crosswind runway (14/32) is served only by the RNAV (GPS) RWY 32 — and even that approach is relevant primarily for low-traffic crosswind conditions. Always verify current minima on official FAA charts before any IFR flight.

What is the runway configuration at KRDU?

KRDU operates three runways. The two parallel east–west runways handle virtually all airline traffic; the short crosswind runway accommodates light GA operations.

Runway 05L/23R is the primary airline runway at 10,000 ft. ATC configuration depends on wind and traffic — the 05 direction is used with east winds, 23 with west. A GA pilot on a checkride can expect vectors to the same runway the airliners are using, which means extended sequencing and potential speed restrictions.

What Class C airspace procedures apply at KRDU?

Class C airspace at KRDU extends from the surface to 4,100 ft MSL in the core shelf, with an outer area extending to 20 nm. Under 14 CFR 91.130, two-way radio communication — not necessarily a clearance — must be established before entering Class C. However, on an IFR clearance, the Class C authorization is embedded in the ATC clearance sequence.

A DPE may test whether you understand the distinction: receiving your call sign from ATC ("November 12345, standby") does not constitute two-way communication sufficient for Class C entry — you must receive a response that acknowledges your aircraft identity and establishes communication. The Pilot/Controller Glossary and AIM Section 3-2-4 address this nuance.

Pilots must also remain aware of the Class C Mode C veil. Under 14 CFR 91.215, an operating transponder with altitude reporting is required within 30 nm of KRDU's primary airport.

What weather patterns affect KRDU?

Cold air damming is the dominant winter IFR hazard at Raleigh-Durham. When cold high pressure parks over the Mid-Atlantic and warm air advances from the southwest, cold air becomes trapped east of the Blue Ridge Mountains while warm moist air overrides at altitude. The result is persistent low ceilings, freezing drizzle, and ice accumulation at the surface — sometimes for 36–72 hours. Departures from KRDU during cold air damming events may require deicing with no certainty of improvement at the destination.

The Piedmont of North Carolina is also susceptible to afternoon convection from May through September. Pop-up cells can develop rapidly over the Uwharrie Mountains west of Raleigh and track east, dropping ceilings below VFR minimums in 20–30 minutes. Pilots should obtain a full weather briefing, including convective outlook, before any afternoon or evening departure.

Coastal fog can move inland from the Pamlico and Albemarle Sounds during the warm season, typically producing low ceilings near dawn and burning off by mid-morning.

What should you expect on an instrument checkride at KRDU?

A checkride at KRDU operates at commercial airport pace. From the first call to Clearance Delivery on 120.1 MHz, you will be competing for ATC bandwidth with airline traffic. The DPE will observe whether you manage communication load professionally — reading back altitude and heading assignments correctly, not stepping on other transmissions, and requesting any missed clearance immediately without waiting to be asked.

ILS approaches at KRDU are evaluated on Runway 05R/23L or 05L/23R. Expect radar vectors to a long final — KRDU Approach may turn you on at 10–12 miles in trail with an airliner. The DPE will watch your intercept geometry, approach configuration, and whether you brief the approach plate while maintaining instrument scan during vectors. Speed restrictions (160 kt or greater until 5 miles) are common and must be applied exactly.

The RNAV (GPS) suite offers a second approach for the checkride. Expect the DPE to ask you to fly the RNAV (GPS) RWY 05L or 23R as a second approach, assessing whether you load and verify the procedure correctly, arm LNAV or LPV as appropriate, and execute the published missed approach without prompting.

The short crosswind runway (14/32) produces an interesting DPE tool: asking the applicant to identify which approaches are available for runway 14 (none) and explain why. Knowing why a runway lacks a published approach — terrain, obstacle clearance, traffic flow — is an evaluable knowledge element.

Practice Questions

1. KRDU Approach calls you on first contact: "N12345, Raleigh Approach, standby." Have you established two-way radio communication sufficient to enter Class C airspace? Cite the regulatory basis for your answer.

2. You are established on the ILS RWY 23R at KRDU at 2,500 ft when Approach issues a speed restriction of 160 knots until 5 miles final. Your best ILS approach speed is 95 knots. How do you comply, and when does the restriction expire?

3. KRDU Tower clears you to land on Runway 23R. At 500 ft AGL you see only the approach lighting system (ALS) — no runway environment. Under 14 CFR 91.175(c), how low can you legally descend using the ALS alone?

4. You are briefing the RNAV (GPS) RWY 05R with your DPE. Your navigator shows LNAV/VNAV guidance active. What DA and visibility minimums apply, and how do they differ from the LPV line on the same chart?

5. After a missed approach on the ILS RWY 23L at KRDU, you are established in a holding pattern at LUCKO intersection. ATC issues an EFC of 35 minutes. You have approximately 1.2 hours of fuel remaining. Walk the DPE through your decision-making process.

Frequently Asked Questions

Q: What instrument approaches are published at KRDU?

KRDU publishes ILS or LOC approaches to Runways 05L, 05R, 23L, and 23R. RNAV (RNP) Z procedures are published for all four main runway ends. RNAV (GPS) approaches serve Runways 05L, 05R, 23L, 23R, and 32. No approaches are published for Runway 14.

Q: What airspace class is Raleigh-Durham International in?

KRDU sits at the center of Class C airspace. Under 14 CFR 91.130, two-way radio communication with ATC must be established before entering Class C. KRDU Approach operates on 124.95 and 127.675 MHz. An ATC clearance is required to enter the Class C surface area.

Q: What is the ATIS frequency at KRDU?

KRDU ATIS broadcasts on 123.8 MHz. Tower is on 127.45 MHz; Ground is on 121.9 MHz; Clearance Delivery is on 120.1 MHz. Raleigh Approach is on 124.95 and 127.675 MHz.

Q: What are the runway lengths at KRDU?

KRDU has three runways: Runway 05L/23R at 10,000 × 150 feet (concrete), Runway 05R/23L at 7,500 × 150 feet (asphalt), and Runway 14/32 at 3,570 × 100 feet (asphalt). Runways 05L and 23R are the primary airline runways.

Q: What is the RNAV (RNP) Z approach at KRDU?

KRDU publishes RNAV (RNP) Z procedures for all four main runway ends. These are authorization-required (AR) procedures under FAA AC 90-101A, requiring specific avionics and FAA authorization. General IFR pilots without that authorization will use the standard ILS or RNAV (GPS) procedures instead.

Q: What weather hazards affect IFR operations at KRDU?

Cold air damming east of the Appalachians is the most significant winter IFR hazard at KRDU. This pattern traps cold air at low levels while warm air overrides aloft, producing persistent freezing drizzle and low ceilings for 1–3 days. Summer afternoon convection is also common across the Piedmont.

Q: Does KRDU have parallel ILS approaches?

Yes. KRDU publishes ILS or LOC approaches to Runways 05L and 05R (parallel east-facing runways) and 23L and 23R (parallel west-facing runways). Simultaneous independent ILS approaches to parallel runways require specific ATC procedures and are more common in airline operations than in general aviation checkrides.

Sources

• SkyVector — KRDU 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 91.215 — ATC Transponder and Altitude Reporting Equipment (Cornell LII)
• FAA AC 90-101A — Approval Guidance for RNP Procedures with AR
• 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 SkyVector, and citing current 14 CFR Part 91 — drafted by MockDPE. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.