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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. 4-2-3.
 
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)
 
Aircraft receiving VFR Flight Following with Columbus Approach Control To the airport should review the following:

1.
2.
FAA 7110.65 7-6-1 5-1-13b 2-4
 
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 according to the regulations above 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 in lieu of a verbal cancellation. Once terminated and/or instructed to switch to the tower the pilot now assumes responsibility of remaining clear of Class “D” airspace until communications are established with the Tower of intended landing.
 
It must be noted however that CMH Approach has a tendency of getting very busy, very quickly, yet it remains the pilots’ responsibility to ensure that Class “D“ airspace is not violated even when receiving VFR flight following. With this in mind it is good practice for a pilot who either:.
1.
Believes he will enter into Class “D“ airspace and not be in communication with the Tower; to contact OSU Tower prior to entering their airspace and advise them of your situation.
 
2.
To self terminate your flight following service by announcing in the blind:
 
 
“Columbus Approach N123AB Cancelling VFR Flight Following, Squawking VFR, Switching To OSU Tower on 118.8“
 
 
This will allow Columbus Approach to know that you cancelled your service and that you have changed frequency.
 
Aircraft receiving VFR flight following Through OSU airspace need not worry about a communications transfer unless Columbus Approach switches you to the OSU Tower frequency. If this is the case then the pilot would contact the Tower when instructed to do so without worrying about violating OSU airspace. This is because a Point Out has been issued by Columbus Approach to OSU, therefore covering the "Contact the Tower Prior to Entering" communication requirements of Class “D“ airspace.
 
LASO
Be aware that Ohio State Tower applies Land and Hold Short (LAHSO) procedures to single engine aircraft on runways 9L, 9R, & 27L. 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 helpful to be familiar with initial reporting points within the vicinity of the OSU airport, but not wholly necessary. Simply let us know if you are unfamiliar with the area. These 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 270, Report The River and the Belt, Report 315 and the Belt, Report 23 and the Belt will be used. Use of the verbiage “The 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
One area on the airport to be particularly aware of is the approach end hold bar for runway 32 on taxiway delta. The large, paved triangle is not a run-up area. Note the location of the hold bar. This area is commonly mistaken as such. (See Image Below)
 
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
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 a half-mile off the departure end of the runway. Present position turnouts are approved on a case-by-case basis. 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.

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.

Make sure you have the correct ATIS information prior to departure. Columbus has four controlled airports--most being within 12-miles of each other. For this reason, each airport is allocated a particular section of the phonetic code. State Tower cycles from Oscar to Zulu. Any codes other than these are derived from the wrong ATIS, and are not for OSU.

Additionally, the ASOS weather and NOTAMS are now broadcasted over the ATIS frequency when the tower is closed.

When contacting ground control for taxi to the active runway, provide the following information: current ATIS code, your intentions, and your on-course heading in degrees. This information will be given to the tower controller.

How the tower controller handles your departure OSU is dependent on the heading you wish to fly

By agreement with Port Columbus (CMH) Approach Control, aircraft departing off OSU on a bearing between 090 degrees and 210 degrees shall not be allowed to exit the OSU Class Delta Surface Area between these bearings. Furthermore, it is imperative that pilots know that no one may enter the CMH Class Charlie Airspace unless they have established two-way radio contact with the CMH Approach Control. (See Image Below)

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 into Area A, the tower controller will issue either an east heading or a west heading until the outer belt, whichever is more appropriate. 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.


Although the OSU airport is not a large one in acreage, it can be tricky getting to the right one of eight different runway numbers. Please feel free to ask for “progressive taxi instructions“ if you are unfamiliar. There are two approach zones that arrive over taxiway alpha and 12 different runway/taxiway intersection combinations on the airfield.

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.


Communications
While working on the tower frequency, we ask that everyone keep transmissions brief and precise. This helps both pilot and controller. The less time that is spent making transmissions equates to more time that can be spent issuing necessary control instructions. This in turn leads to greater safety for all pilots. In many instances, time is wasted simply because some do not listen for their call sign, and instructions must be issued twice--or more.
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 is trying to reach will comply.

Avoiding Runway Incursions
As part of our mission, State Tower is always taking steps to prevent runway incursions. The FAA defines a runway intrusion as, “Any occurrence at an airport involving an aircraft, vehicle, person, or object on the ground that creates a collision hazard or results in a loss of separation with an aircraft taking off, intending to take off, landing, or intending to land“ (FAA ORDER 7210.58). 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
Know and understand taxi rules. When told to “taxi to“ a runway, a pilot may “cross“ any runway or approach zone except the runway instructed to taxi to. However, pilots may not cross the assigned runway without specific permission, nor any other runway specifically told to hold short of. Pilots also may not taxi “down“ any runway unless they have received specific clearance to do so.

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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