KMYR Myrtle Beach — Instrument Checkride Guide

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

Myrtle Beach International Airport (KMYR) sits at 25 ft MSL along the South Carolina Grand Strand, approximately 3 miles southwest of the Myrtle Beach resort area. The airport operates within Class C airspace, requiring two-way radio communication with approach control before entry. Myrtle Beach Approach handles IFR traffic on 119.2 MHz for northwesterly headings (322–170) and 127.4 MHz for southeasterly headings (171–321). ATIS broadcasts continuously on 123.925 MHz. The control tower operates from 0600 to 2300 local time on 128.45 MHz.

The airport handles commercial airline traffic along with significant general aviation and military-related operations. A nearby military operations area and sightseeing helicopter traffic at or below 1,200 ft are noted hazards in the KMYR airport remarks — pilots should brief current NOTAMs before any IFR operation in the Myrtle Beach terminal area.

What instrument approaches are published at KMYR?

KMYR's single-runway layout is covered by an approach from each direction, with additional circling-only procedures for when straight-in alignment is not achievable. Data sourced from AirNav and verified against current SkyVector chart listings.

Circling approaches at KMYR require careful evaluation of cloud bases versus circling MDA. Under 14 CFR 91.175, once you descend to MDA on a circling approach, you must maintain visual contact with the runway environment — losing sight requires an immediate missed approach.

What is the runway configuration at KMYR?

KMYR operates a single runway, 18/36, at 9,503 × 150 ft. The runway's 9,500-ft length supports the commercial and cargo traffic that uses the airport and provides ample stopping distance for wet or contaminated runway conditions common in coastal South Carolina weather.

The single-runway configuration means all IFR traffic uses the same piece of concrete regardless of approach direction. When wind dictates a runway 36 arrival, instrument pilots join a left downwind that turns over the Atlantic Ocean — an unusual orientation for pilots accustomed to inland airports. ATC will assign headings accordingly; maintain situational awareness of the coastline.

What weather should instrument pilots expect at KMYR?

Myrtle Beach's position directly on the Atlantic coast creates a distinct weather pattern. Sea-breeze fog forms frequently in late spring and summer when cooler oceanic air undercuts warmer inland air, producing low ceilings and reduced visibilities that develop quickly after sunset and lift unpredictably through the morning. This pattern is particularly common from May through August.

Summer afternoon convective activity is intense and reliable. Thunderstorms build over inland South Carolina between 1400 and 1800 local, tracking east toward the coast and often reaching KMYR by early evening. These cells can generate rapid wind shifts, severe turbulence, and heavy rain that temporarily reduces visibility below approach minimums even on otherwise clear summer days.

Winter cold frontal passages bring extended IFR periods with northeast winds, low stratus, and drizzle — conditions that can persist for 12–24 hours. The Atlantic boundary keeps surface temperatures mild compared to inland South Carolina, but icing conditions develop readily above 4,000 ft during cold frontal passages from November through March.

What should you expect on an instrument checkride at KMYR?

A checkride at KMYR provides a clean, medium-complexity IFR environment with meaningful real-world factors that a DPE can exploit for evaluation purposes. The Class C airspace requires proper communication establishment before entry — the DPE will note whether you make the initial contact with approach control promptly and with correct phraseology.

The ILS RWY 18 is the primary examiner approach at KMYR, given its CAT I availability and straight-in geometry from the northwest. Expect the DPE to assign this approach first, then potentially ask for the RNAV (GPS) RWY 36 or one of the circling-only procedures on a second approach. The circling approaches demand careful energy management — you will arrive from an IAF, descend to MDA, and then maneuver visually to align with a runway at a different heading. The DPE is evaluating whether you fly the circling maneuver within the protected circling area and maintain visual contact with the runway throughout the turn.

Tower-hours closure is a planning consideration that a DPE may introduce as a scenario question: if your planned arrival falls after 2300 local, what changes about the Class C airspace status and how does that affect your IFR clearance and landing? Know the answer before the oral exam begins.

Special departure procedures are published for KMYR. The DPE may ask you to pull the ODP page and brief the applicable departure before engine start — a realistic pre-departure task that falls under ACS Area I preflight planning.

Practice Questions

1. KMYR Approach clears you for the RNAV (GPS)-A circling approach. You break out at MDA with the runway environment in sight. What are the rules governing your circling maneuver, and what do you do if you lose visual contact with the runway?

2. You arrive at KMYR at 2330 local. The tower is closed. How does this affect the Class C airspace structure, and what communication requirements apply to IFR arrivals on an open flight plan?

3. On the ILS RWY 18 at KMYR, approach amends your altitude to 2,000 ft and gives you a heading of 270 degrees. You are 10 miles from the FAF. What is your priority sequence — altitude, heading, or approach configuration?

4. The DPE briefs a scenario: KMYR is reporting 300 ft OVC, visibility 3/4 mile in fog. The ILS RWY 36 CAT I DA is 200 ft and visibility 1/2 mile. Can you legally conduct the approach? What regulation applies?

5. After a missed approach on the ILS RWY 36, you are radar-vectored back to the IAF for a second attempt. What fuel and alternate considerations apply under 14 CFR 91.167 before you begin the second approach?

Frequently Asked Questions

Q: What instrument approaches are published at KMYR?

KMYR publishes ILS or LOC approaches to both runway 18 and runway 36. The ILS RWY 18 includes SA CAT I and CAT II authorization lines. RNAV (GPS) approaches are published for runways 18 and 36. A circling-only RNAV (GPS)-A and a VOR-A procedure are also available for circling approaches when straight-in minima cannot be met.

Q: What is the airspace class at KMYR?

KMYR is surrounded by Class C airspace. Under 14 CFR 91.130, two-way radio communication with ATC must be established before entering Class C airspace. An IFR clearance into KMYR satisfies this requirement — the approach clearance establishes the required communication and sequencing.

Q: What runways does KMYR have?

KMYR has a single runway: 18/36 at 9,503 × 150 ft. It is a long, wide runway that supports commercial airline and cargo operations. ILS approaches are published to both ends, giving instrument pilots precision guidance regardless of wind direction.

Q: What are the KMYR communications frequencies?

KMYR ATIS broadcasts on 123.925 MHz. Tower operates on 128.45 MHz from 0600 to 2300 local. Approach/departure control uses 119.2 MHz for headings 322–170 and 127.4 MHz for headings 171–321. Ground is 120.3 MHz (0600–2300). After tower hours, CTAF procedures apply.

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

KMYR's coastal location on the South Carolina Grand Strand produces sea-breeze fog and marine layer ceilings, most common from late spring through summer. Summer afternoon thunderstorms are frequent and intense. Military operations in the Myrtle Beach area can affect routing. The Atlantic Ocean boundary makes rapid weather changes common.

Q: What are the tower operating hours at KMYR?

KMYR control tower operates from 0600 to 2300 local time. Outside those hours, the airport operates as an uncontrolled field with CTAF procedures on 128.45 MHz. IFR operations at KMYR outside tower hours require coordination with Myrtle Beach Approach and awareness that the airspace reverts to Class E at the surface when the tower is closed.

Q: Does KMYR have special departure procedures?

Yes. KMYR has published Special Take-Off Minimums and Departure Procedures. Pilots must review the FAA Take-Off Minimums and Obstacle Departure Procedures chart for KMYR before departure. Standard take-off minimums of 1 statute mile (single/twin engine) apply unless the ODP specifies higher minima.

Sources

• AirNav — KMYR Airport Information
• SkyVector — KMYR 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)
• 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 AirNav and SkyVector, and citing current 14 CFR Part 91 — drafted by MockDPE. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.