KSAV Savannah/Hilton Head — Instrument Checkride Guide

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

Savannah/Hilton Head International Airport (KSAV) is a Class C commercial-service airport located 7 nm northwest of downtown Savannah, Georgia, at 50 ft MSL. The airport serves commercial airline traffic, military operations, and a high volume of general aviation. Two primary runways — 10/28 at 9,351 ft and 01/19 at 7,002 ft — provide multiple instrument approach options and accommodate heavy aircraft.

Savannah Approach Control manages IFR traffic on multiple sector frequencies: 118.4, 120.4, 121.1, and 125.3 MHz. 14 CFR 91.130 requires two-way radio communication with approach control before entering Class C airspace — on an IFR clearance, that requirement is satisfied by the initial contact with Savannah Approach. ATIS broadcasts on 123.75 MHz. Clearance Delivery is 119.55 MHz. Savannah Tower is 125.975 MHz; Ground is 121.9 MHz.

What instrument approaches are published at KSAV?

KSAV offers a comprehensive suite of instrument approaches spanning all four runway ends, sourced from SkyVector current chart listings.

Always verify current minimums on official FAA charts. The HI-ILS RWY 10 is designed for high-altitude arrivals and uses a different initial approach segment — verify the correct procedure based on your routing.

What is the runway configuration at KSAV?

KSAV operates two intersecting runways. The primary runway 10/28 supports the heaviest ILS traffic; runway 01/19 provides crosswind capability and an additional ILS option for northerly operations.

Runway 10 is the preferred arrival runway for most instrument operations given its length and dual ILS certification. Runway 28 operations use RNAV (GPS) only. Runway 19 has VOR/DME or TACAN and RNAV (GPS), but no ILS.

What weather should instrument pilots expect at KSAV?

Savannah's coastal position 10 nm from the Atlantic Ocean makes sea fog the dominant IFR weather hazard. From March through July, advection fog forms when warm humid air moves over cooler nearshore waters and advects inland overnight. Ceilings can drop to 200–300 ft with visibility below 1 mile in a matter of hours, and the fog can persist well into mid-morning before burning off. The scenario in the airport-triads notes explicitly: "sea fog risk, GPS-only approaches at destination" — demonstrating how coastal fog drives alternate-planning decisions on this route.

Summer afternoons (June through September) bring convective development along the sea-breeze convergence zone 20–40 nm inland. Isolated thunderstorms build and track toward the coast during afternoon hours. Pilots departing KSAV on afternoon instrument flights should obtain NEXRAD and SIGMET data before engine start.

Tropical system activity from June through November is a defining feature of Savannah's climate. Named storms and tropical depressions can maintain IFR or near-IFR conditions for 24–48 hours across the entire Southeast. During active hurricane seasons, KSAV may operate under temporary flight restrictions when evacuation operations are in progress. Pilots should monitor aviationweather.gov for AIRMETs Sierra and Tango during tropical events.

What should you expect on an instrument checkride at KSAV?

A checkride at KSAV begins with Class C airspace management. The DPE will expect you to demonstrate understanding of Class C requirements under 14 CFR 91.130 before you start the engine — specifically, that two-way radio communication (not a clearance) is the entry requirement, and that you must establish contact before entering. On departure, expect a standard instrument departure routing that keeps you on Savannah Departure until clear of the Class C.

The ILS RWY 10 is the most likely primary approach. Its 9,351-foot runway, CAT I minimums, and frequent ATC use make it the straightforward choice. If the DPE assigns the SA CAT I-II procedure, expect questions about what special authorization is required, what aircraft equipment is needed, and how the decision height differs from a standard CAT I. You do not need CAT II authorization to answer those questions — it is knowledge, not a practical requirement for the checkride.

Coastal weather creates a natural checkride scenario for alternate planning. KSAV sits in a stretch of coast where sea fog can close the destination while the alternate 65 nm away remains VFR. Expect the DPE to present a weather scenario that requires you to explain the 14 CFR 91.169 alternate minima rules — specifically, that a destination with a precision approach requires a 600-ft ceiling and 2 sm visibility forecast at the alternate for the relevant window.

Missed approach execution at KSAV requires an immediate radio call to Savannah Approach and compliance with published instructions — you are in Class C airspace and ATC separation services are active. The DPE will note whether you execute the missed approach without hesitation once you reach DA without the required visual references under 14 CFR 91.175(e).

Practice Questions

1. You are inbound on the ILS RWY 10 at KSAV. You reach DA (decision altitude) and have only the approach lights in sight. Under 14 CFR 91.175(c), what visual references allow you to continue descending below DA, and to what altitude can approach lights alone take you?

2. You file KSAV as your destination with KJAX as your alternate. The forecast for KJAX shows an 800-ft overcast and 2 miles visibility. KJAX has a published ILS. Does KJAX qualify as a legal alternate under 14 CFR 91.169?

3. KSAV Approach vectors you for the RNAV (GPS) RWY 28. Your GPS shows LNAV/VNAV guidance available but not LPV. Explain the difference between these lines of minima and what aircraft/avionics capability each requires.

4. On departure from KSAV, Atlanta Center amends your altitude to 4,000 ft. You are currently at 3,200 ft in Class C airspace with another aircraft reported 5 miles on your nose at 4,500 ft. Describe the required ATC communication and the applicable separation rules.

5. A DPE asks you to explain the difference between the VOR/DME-A circling approach and the ILS RWY 10 at KSAV. What are the key differences in how you fly each procedure and what determines the circling approach MDA?

Frequently Asked Questions

Q: What instrument approaches are published at KSAV?

KSAV publishes ILS or LOC approaches to runways 01 and 10, an ILS RWY 10 SA CAT I-II, RNAV (GPS) approaches to runways 01, 10, 19, and 28, a VOR/DME-A circling approach, and VOR/DME or TACAN approaches to runways 01 and 19. Data sourced from SkyVector current chart listings.

Q: What airspace class is KSAV?

KSAV operates within Class C airspace. Under 14 CFR 91.130, two-way radio communication with the approach control facility is required before entering Class C airspace. Most IFR arrivals receive a Class C clearance embedded in the approach sequence via Savannah Approach.

Q: What is the ATIS frequency at KSAV?

KSAV ATIS broadcasts on 123.75 MHz. Savannah Tower is on 125.975 MHz and Ground is on 121.9 MHz. Savannah Approach operates on multiple sectors: 118.4, 120.4, 121.1, and 125.3 MHz. Clearance Delivery is on 119.55 MHz.

Q: Does KSAV have CAT II approaches?

Yes. The ILS RWY 10 (SA CAT I-II) procedure is published for special authorization Category I and II operations. Standard Category I ILS approaches are also available to runways 01 and 10. CAT II operations require specific aircraft equipment and crew authorization per FAA AC 120-29.

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

KSAV's coastal position makes sea fog the primary IFR hazard, especially from spring through early summer when warm moist air moves over cooler nearshore Atlantic waters. Afternoon convective activity is common in summer. Tropical systems from June through November can produce IFR conditions for 24–48 hours.

Q: What runways at KSAV have ILS approaches?

Runways 01 and 10 each have a published ILS or LOC approach. Runway 10 additionally has a Special Authorization CAT I-II ILS. Runways 19 and 28 have only RNAV (GPS) or VOR/DME approaches — no ILS guidance. Runway 10/28 is the longer runway at 9,351 feet.

Sources

• SkyVector — KSAV Instrument Approach Procedures
• 14 CFR 91.130 — Operations in Class C Airspace (Cornell LII)
• 14 CFR 91.169 — IFR Flight Plan: Information Required (Cornell LII)
• 14 CFR 91.175 — Takeoff and Landing Under IFR (Cornell LII)
• FAA Instrument Flying Handbook FAA-H-8083-15B
• FAA AC 120-29A — CAT I/II Approval Criteria
• aviationweather.gov — AIRMETs and SIGMETs

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 Editorial Team. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.