KJFK ILS frequencies for all eight runway ends, with front courses, identifiers, chart checks and fixes for wrong or missing simulator signals.
For our Aviation & Real-World Flying reference, KJFK publishes ILS procedures for all eight runway ends. The localiser frequencies range from 109.50 to 111.65 MHz, each with a runway-specific front course and identifier. This table is suitable for simulator setup; real flights require the effective plate and NOTAMs.
What are the KJFK ILS frequencies by runway?
The published KJFK ILS tuning set comprises the following frequency, identifier and magnetic front course for each runway end.
| Runway | Frequency | Identifier | Front course | Standard procedure |
|---|---|---|---|---|
| 04L | 110.90 MHz | I-JFK | 044° | ILS or LOC RWY 04L |
| 04R | 109.50 MHz | I-RVR | 044° | ILS or LOC RWY 04R |
| 13L | 111.50 MHz | I-GWY | 134° | ILS or LOC RWY 13L |
| 13R | 111.65 MHz | I-DLK | 134° | ILS or LOC RWY 13R |
| 22L | 110.90 MHz | I-HIQ | 224° | ILS or LOC RWY 22L |
| 22R | 111.30 MHz | I-SUZ | 224° | ILS or LOC RWY 22R |
| 31L | 111.35 MHz | I-RTH | 314° | ILS or LOC RWY 31L |
| 31R | 111.50 MHz | I-TLK | 314° | ILS or LOC RWY 31R |
The identifier matters because KJFK reuses 110.90 and 111.50 MHz on different approaches. Confirm the displayed or audible Morse identifier and the front course rather than trusting the frequency alone.
All eight runway ends have ILS guidance when their equipment is serviceable. An “ILS or LOC” procedure can normally be flown as a full ILS with glideslope guidance, or as a localiser-only approach using the separately published step-down fixes and MDA. Selected runway ends may also have separate CAT II or CAT III procedures, but those require the applicable aircraft equipment, operating approval and charted minima.
Which KJFK approach details must come from the chart?
The frequency and front course are only the tuning data; the effective approach plate supplies the route, intercept altitude, final approach fix, minima and missed approach.
- Initial and intermediate fixes: use the transition assigned by ATC or appropriate to the arrival rather than flying directly towards the localiser.
- Glideslope intercept altitude: intercept at the charted altitude and from below. Capturing from above can produce an unstable descent or a false-glideslope capture.
- Minimums: DA for the ILS and MDA for the localiser-only procedure are not interchangeable. Aircraft category, equipment and approach version can change them.
- Missed approach: set or brief its initial altitude, heading and navigation source before reaching the final approach fix.
- Low-visibility category: CAT II or III capability cannot be inferred from the runway or frequency alone.
Our KJFK runway-specific approach plates and airport charts provide the procedure-level information needed alongside the tuning table. Front courses, fixes and minima can change when a procedure is amended, so the chart takes precedence.
How do you set up a KJFK ILS in a flight simulator?
A correct KJFK ILS setup requires the exact runway procedure, matching navdata, the localiser frequency and a positive identifier check.
- Select the runway and procedure. Check both the number and L/R suffix; 04L and 04R are different approaches, as are their reciprocal 22R and 22L ends.
- Load the full approach. Choose the correct transition or vectors option rather than inserting only the runway.
- Tune and identify the localiser. Enter the table frequency manually if the avionics do not autotune it, then check the identifier. Our practical ILS tuning checklist covers radios, courses and common capture errors.
- Set the front course. Some modern avionics populate it automatically, while conventional panels require it on the course selector.
- Intercept correctly. Join the localiser at a sensible angle, remain at the charted altitude until glideslope interception and arm approach mode only when cleared and positioned to capture.
- Monitor the approach. Cross-check fixes, altitude, distance and runway alignment. Discontinue the approach if the identifier, indications or required navigation sources are unreliable.
Why does a simulator show a different KJFK ILS frequency?
A conflicting KJFK ILS frequency usually indicates the wrong runway end, mismatched navigation databases or an airport add-on overriding part of the simulator’s navigation data.
- Wrong reciprocal runway: each physical runway has two approach directions. Selecting 04L when ATC assigned 22R points to the same strip but uses a different localiser at the opposite end.
- Left/right mix-up: parallel approaches can have identical front courses but different frequencies and identifiers.
- Database mismatch: the FMS procedure may come from one navdata set while the simulator’s radio navaid comes from another. Compare the chart, FMS entry and received identifier.
- Scenery conflict: an add-on airport or navigation package may override stock data. Test without the conflicting package and retain only the version intended to control the airport.
- Unavailable signal: real equipment can be out of service or restricted by NOTAM. Some simulators model every ILS continuously, while others tie availability to airport configuration or scenery data.
If more than the frequency disagrees, follow our explanation of how to verify ILS courses, fixes, altitudes and minima. Never force an approach solely because the needles have appeared; the identifier, runway, course and charted geometry must agree.