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Arrival Procedures
Arrival Procedures into OSU Airport for VFR aircraft are fairly simple. Pertinent and timely information is essential for the safe and expeditious movement into and out of our airport. A good rule of thumb for VFR aircraft on initial call up at OSU is as follows:
1.
When inbound to OSU for a Full Stop, Touch & GO, Low Approach, Stop & GO, and Option Approach; or just to transition our airspace, a 10nm call from the airport will suffice. This will ensure that you are properly sequenced into the pattern for your request.
 
2.
Prior to initial call ensure that you have obtained the latest ATIS information and that the frequency is clear before transmitting.
 
3.
The following information on your initial call will help not only us provide you the best service; but ensure your smooth transition from air to ground. See the Aeronautical Information Manual (AIM) for details
 
Who Are You Calling (OSU Tower)
 
Who You Are (N123AB, Cessna 123AB, etc.)
 
Your Position (10 mile to the Northwest, 8 miles to South, etc.)
 
With Information (ATIS Code, Oscar, Papa, etc.)
 
Your Request ( “Request” : Full Stop, Touch & GO, Transition, etc)
 
See the Aeronautical Information Manual (AIM) for details.

If you are flying into Ohio State University Airport and receiving VFR flight following with CMH Approach, do not assume that a hand-off is going to be made. CMH DOES NOT hand-off VFR aircraft to OSU tower.
 
Normal procedure is for CMH Approach to terminate your service and switch you to the OSU Tower frequency far enough out to avoid violating Class “D“ airspace. Note that a frequency change to the tower constitutes termination of radar services. Once terminated and/or instructed to switch to OSU tower, the pilot now assumes responsibility of remaining clear of Class “D” airspace until communications are established with tower of intended landing.
 
LAHSO (Land and Hold Short Operation)
Be aware that Ohio State Tower applies LAHSO procedures to single engine aircraft on runways 5, 9L, 9R, 14 & 27L. The procedure limits the amount of a particular runway that a pilot can use by holding the aircraft short of another landing or takeoff runway.
Phraseology: “Cessna 345, Cleared to land runway 9- right, hold short runway 14 for landing traffic, available landing distance 3, 300 feet.”
 
Pilots accepting a LAHSO clearance must read back the hold short assignment with the landing clearance. Advise the controller immediately if you cannot accept a LAHSO clearance. Here are the available landing distances from the approach ends to the LAHSO hold lines:
Runway 5 - 3,350 feet
Runway 14 - 2,750 feet
Runway 9R - 3,300 feet
Runway 27L - 3,300 feet
Runway 9L - 2,550 feet
 

Reporting Points
It is very helpful to be familiar with initial reporting points within the vicinity of the OSU airport. Simply let us know if you are unfamiliar with the area and Tower will assist appropriately. These local points focus on prominent locations and landmarks mostly within 2.5 miles of the airport. The majority of reporting points (located to the north of the airport) may be used by the controller in order to instruct aircraft to enter the pattern at specific places. Common communication such as “Report the twin tanks at I-270”, “Report the river and the outer belt”, “Report route 315 and the outer belt” are commonly used. “The outer belt” referrers to interstate I-270, which surrounds the city of Columbus. For a detailed map of OSU reporting points click on the images below.
 
CAUTION:
  Any Maps on this page are not to be used for Flight Planning or Navigational Purposes.
 
Hot Spots on the Field
Hot Spots are known points on the airfield that can cause confusion to unfamiliar pilots. OSU Airport has its own uniqueness and there are four such hot spots identified on the airport surface. (See Image Below).
 

Hot Spots 1, 2 & 4 are the runway approach zones for runways 5 and 32. An approach zone is where a portion of the movement area conflicts or passes through the arrival path for another runway. Taxiway alpha conflicts with the runway 5 and 32 final at OSU. The ground controller may require a pilot to hold short of the approach zone area. It is important to note that an approach zone has a hold bar on each side. Once allowed to cross the approach zone, the pilot must pass through both hold bars; otherwise, the aircraft will still be in the approach zone. The far side bar will have the dashes on the pilot’s side and there are no red hold signs. The pilot must continue on to hold short of the assigned takeoff runway hold bar until issued a takeoff clearance.

Additionally, look closely at Hot Spot 2 below. There is an additional hold bar short of taxiway alpha headed north. Do not pass north into this area if the flashing yellow guard lights are operating without clearance. These lights indicate that runway 5 is active.

Hot Spot 3 is the hold short point for runway 32. Pilots will notice that the hold bar for runway 9R/27L is collocated with runway 32. Runway 32 is immediately across the other side of runway 9R/27L and therefore pilots must hold for runway 32 at the “double duty” hold bar on taxiway delta. It is mandatory that the pilot awaiting departure for runway 32 hold short of runway 27-left on taxiway delta until issued a takeoff clearance. The phraseology is: Cessna 345, CROSS runway 27-left, CLEARED for takeoff runway 32.” Also be aware that runway 32 cannot be seen from small aircraft holding on delta due to terrain curve.

CAUTION:
  Any Maps on this page are not to be used for Flight Planning or Navigational Purposes.
 
Student Pilots
Student Pilots: Advise the tower or ground controllers that you are a student pilot upon initial contact. This will enable the controller to assist you as necessary both in and out of the airport.

Departure Procedures

Prior to taxi, obtain the current ATIS on frequency 121.35. If VFR, please contact ground control and advise that you have the ATIS (appropriate phonetic code), intentions and your departure heading in nearest 10 degrees. This information will be given to the tower controller. How the tower controller handles your departure is dependent on the heading you wish to fly. Additionally, ASOS weather and NOTAMS are broadcast on the ATIS frequency when the tower is closed.

Clearance delivery (CD) for OSU is available 24-hours on frequency 121.7 (Columbus Approach Control handles CD remotely when OSU Tower is closed.

Be sure not to enter any movement area prior to obtaining a taxi clearance. At OSU, the movement area is all taxiways and runways. Taxiway alpha is connected to and runs parallel to the flight line ramp. CAUTION: The approach end of runway 5 is immediately at the northwest edge of the transient ramp!

Please note that new FAA rules require pilots to obtain approval to cross or enter any runway, which also includes the runway 5 and 32 approach zones. This takes out the mystery and confusion about runway crossings. Again, pilots must have specific permission to cross the approach zones or any other runway, including the assigned take off runway.

OSU airport and ATC are committed to runway incursion prevention. Basically, a runway incursion is any unauthorized entry of an aircraft, vehicle, or person into a runway environment. Ensure to always remain behind a hold bar until authorized to enter or cross a runway. Even a nose gear on a hold bar is considered a runway incursion by the FAA and ATC is mandated to file a pilot deviation. However, we offer this information so that we can arm pilots with information to avoid the runway incursion trap.

A proper read back of clearances from pilots is one of the best ways of preventing any runway incidents. Accuracy is everything. Read backs are like life insurance to pilots. It is a pilot’s guarantee that the correct information has been received. In communicating with ATC concerning clearances, always use your aircraft call sign, followed by the clearance verbatim. If the read back is incorrect, then ATC has the opportunity to correct or reissue it.

Currently, ATC is required to obtain read backs of all clearances and hold short instructions. Pilots must also acknowledge with call signs when reading back. ATC is bound by FAA regulations to prompt pilots for read backs and to acknowledge read backs with call signs. It’s not personal; it’s safety.

OSU airport is not large, but it is complex for size. It can be tricky getting to the right runway. There are two approach zones that arrive over taxiway alpha and 12 different runway/taxiway intersection combinations on the airfield. Please feel free to ask ground control for "progressive taxi instructions."

Once you have taxied out for departure, you may automatically switch to tower frequency without requesting from ground control to do so. On departure, it is not always possible to approve you directly on-course due to the volume of traffic OSU receives from time to time. Due to our parallel/crossing runway configuration, it is also dangerous to make an early turnout without first coordinating it with the Tower Controller. Even if approved on-course, you should fly runway heading until one-half-mile off the departure end of the runway. Remain on State Tower frequency until exiting the Class Delta Surface Area; otherwise, you may request a frequency change prior to that. No request to change frequencies upon exiting a Class Delta Surface Area is necessary.

NOTE: Thank you for flying quiet. We ask that pilots departing off OSU please be considerate of the noise produced by your aircraft when operating within the surrounding area. This is due to the close proximity of residential areas surrounding airport property. Please reduce power and/or prop pitch when it is safe to do so.

CMH Class Charlie Airspace overlaps about one-half of the OSU Class Delta Surface Area. It is imperative that all pilots remain below CMH Class Charlie Airspace until clear of it. The Class Charlie begins at 2500 feet MSL and extends up to 4800 MSL. No pilot may enter Class Charlie Airspace until establishing two-way radio contact with the CMH Approach Control on 125.95.
Alternate frequency: 120.2 .
 

CAUTION:
  Any Maps on this page are not to be used for Flight Planning or Navigational Purposes.


Due to airspace classification, Class Charlie services are not permitted off OSU; however, State Tower may issue a frequency change to CMH Approach for traffic advisories upon request. If an aircraft is likely to depart underneath Class Charlie Airspace, then OSU Tower will instruct the pilot to remain clear of Columbus Class C airspace. At the appropriate time, State Tower will allow a frequency change to CMH Approach. This is the most efficient way to get you on-course when departing southeast. Remember: 
Do not enter Class Charlie airspace until you have contacted CMH Approach.


Communications
While working on the tower frequency, we ask that everyone keep transmissions brief and precise. This helps both the pilot and controller. The less time that is spent making transmissions equates to more time that can be spent issuing necessary control instructions or safety alerts. This in turn leads to greater safety for all pilots.

If a controller issues a control instruction of which you do not understand, then please let the controller know this. Many times pilots do not want to admit that they do not understand, but still respond with the term “ROGER“, (which simply means, “I understand what you said“). A pilot cannot comply with that which is not understood; therefore, trouble is soon to follow. State Tower controllers would much rather have to explain what we require to a pilot and avoid unnecessary confusion.

It is also extremely helpful for pilots to know when not to make transmissions. Many times a controller will issue an instruction which requires a pilot to acknowledge, such as with a landing clearance or hold short clearance. However, quite often another pilot will attempt to break in between the controller’s transmission and the replying pilot’s response. The result: neither pilot is heard by the controller due to the interference. This causes a potentially dangerous condition, because the controller has no way of knowing that the pilot he or she is trying to reach will comply and is required to repeat the transmission again.

Avoiding Runway Incursions
As part of our mission, State Tower is always taking steps to prevent runway incursions. The following list is good advice to help pilots minimize the risk of being involved in a runway incursion
1
Always read back clearances to controllers--especially hold instructions. These are mandatory.

2
Always ask the controller to clarify when unsure or in doubt.

3
Always obtain a clearance to cross or enter any runway. If in doubt, get a clearance to cross.

4
Be familiar with the airport layout prior to arrival or departure.

5
Be aware of your position on the aerodrome at all times. If unsure, ask the controller. Do not hesitate to ask for progressive taxi instructions!

6
Be alert to hold lines and signs. Know the meaning of all airport signs (See the Airman’s Information Manual for definitions/ descriptions).

7
Watch for other areas, such as runway approach zones where a runway approach crosses a taxiway, but the runway does not.

8
Do not taxi around unless a clearance to do so has been issued.



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