Myrtle Beach ATCT/TRACON

Area Information

ICAO Code	Airport Name	Airspace	IFR Beacon Codes	VFR Beacon Codes
KMYR	Myrtle Beach International Airport	C	6501-6577	6501-6577

Purpose This document prescribes the procedures to be utilized for providing air traffic control services at the Myrtle Beach Air Traffic Control Tower (MYR ATCT) and TRACON. The procedures described herein are supplemental to the Jacksonville ARTCC Facility Operating Guidelines and FAA Order JO 7110.65, as well as any published FAA guidelines or procedures. Distribution This order is distributed to all Jacksonville ARTCC personnel.

Image of MYRTLE BEACH AREA

Operational Positions

MYR ATCTMYR TRACON

Position	Radio Name	Callsign	Relief Callsign	Symbol	Frequency
Ground	Myrtle Beach Ground	MYR_GND	MYR_1_GND	8MG	120.300
Tower	Myrtle Beach Tower	MYR_TWR	MYR_1_TWR	8MT	128.450

Position	Sector Name	Callsign	Relief Callsign	Symbol	Frequency
EARDR	Radar East	MYR_E_APP	MYR_1E_APP	8E	119.200
WARDR	Radar West	MYR_W_APP	MYR_1W_APP	8W	127.400

Sector in Red is the primary sector.

Clearance Delivery

IFR DeparturesVFR DeparturesLOAsDeparture Frequency

Initial Altitude for all IFR Departures is 3,000 feet. Pilots shall expect their cruise (if higher) in 10 minutes after departure.
There is no published departure procedures for Myrtle Beach. All aircraft will be cleared to their destination via radar vectors to their first fix.

Phraseology
{Callsign}, You are cleared to the {Arrival Airport} Airport via radar vectors {First fix} then as filed. Maintain 3,000, expect flight level {cruise} one-zero minutes after departure. Departure Frequency {departure frequency}, squawk {squawk code}.

VFR with or without flight following maintain VFR at or below 3,000 feet.
Myrtle Beach is a class Charlie. All VFR traffic will be issued a discrete squawk code.

Phraseology
{Callsign}, Maintain VFR at or below 3,000 feet, {departure frequency}, squawk {squawk code}.

Routings to ZTL, ZMA, ZDC and ZHU ARTCCs have been coordinated through letters of agreements (LOAs).

The table below list the common frequencies used a departures frequencies by MYR Clearance Delivery.This guide is only that, a guide. The actual departure frequency has to determined based on coordination with the other controllers that are online.

Position	Callsign	Traffic Direction	Symbol	Frequency
Radar East	MYR_E_APP	East	8E	119.200
Radar West	MYR_W_APP	West	8W	127.400

Ground

Pushback and StartupIntersection DepartureATISActive Runway operationsHigh Volume Sessions

Ground Control does not authorize pushbacks or startups unless the aircraft pushing will enter the controlled area during the pushback.

Phraseology
Aircraft does not enter the controlled area
{Callsign}, Push back and start is at your discrection.
Aircraft does enter the controlled area
{Callsign}, Push and start approved, push tail facing (direction)

For intersection departures, state the usable runway distance if that distance is not broadcast in the ATIS. Ground Control must advise Local Control of all intersection departures verbally or through the chatbox in the controller client.

Ground controller shall ensure each pilot has the current ATIS information prior to being handed off to Local Control

GC must transfer communications to LC if an aircraft is to operate on an active runway.

During high volume sessions, GC should use the following procedures for taxiing aircraft to the commercial ramp:
Inbound:Once aircraft have landed and are on GC frequency, the GC should ask the pilot using the following phraseology, “Say gate”, GC will use the information to observe available/unavailable gates and decide whether to hold inbound aircraft at a safe location or instruct the pilot to taxi to the ramp.
Outbound:When the pilot calls for clearance, the controller should read the clearance, verify read-back, and resolve any flow control issues:
To properly plan for taxiing aircraft holding for gates and to mitigate taxiway congestion, GC should instruct the pilot to “Advise prior to push”. This should assist controllers in deciding which aircraft need to hold at gates to avoid pushbacks that may interfere with timed departures and mitigate taxiway congestion.
When the aircraft calls for pushback, the controller should determine whether to approve or deny the request. Pushback requests can be denied by stating “hold your push” or “hold position”.
If a controller approves pushback, the controller should inform the pilot “push at pilot's discretion”

<tab name="Handoffs"> GC shall instruct aircraft to contact tower unless otherwise agreed upon by LC. LC can request pilot monitor the frequency instead of contacting.

Phraseology
{Callsign}, Contact Myrtle Beach Tower 128.45 <tab>