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Arrival Procedures
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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:
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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.
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Prior to initial call ensure that you have obtained the
latest ATIS information and that the frequency is clear before transmitting.
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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. |
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Who Are You Calling (OSU Tower) |
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Who You Are (N123AB, Cessna 123AB, etc.) |
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Your Position (10 mile to the Northwest, 8 miles to South,
etc.) |
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With Information (ATIS Code, Oscar, Papa, etc.) |
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Your Request ( “Request” : Full Stop, Touch & GO,
Transition, etc) |
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Aircraft receiving VFR Flight Following
with Columbus Approach Control To the airport should review the
following:
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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.
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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.
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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:.
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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.
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2. |
To self terminate your flight following service by
announcing in the blind:
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“Columbus Approach N123AB Cancelling VFR Flight
Following, Squawking VFR, Switching To OSU Tower on 118.8“
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This will allow Columbus Approach to know that you cancelled
your service and that you have changed frequency.
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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.
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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:
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Runway 5 - 3,350 feet |
Runway 14 - 2,750 feet |
Runway 9R - 3,300 feet |
Runway 27L - 3,300 feet
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Runway 9L - 2,550 feet
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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.
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CAUTION: Any Maps
on this page are not to be used for Flight Planning or Navigational Purposes.
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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)
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CAUTION: Any Maps
on this page are not to be used for Flight Planning or Navigational Purposes.
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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.
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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)
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CAUTION: Any Maps
on this page are not to be used for Flight Planning or Navigational Purposes.
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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.
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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.
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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 |
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Always read back clearances to controllers--especially hold
instructions. These are mandatory.
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Always ask the controller to clarify when unsure or in
doubt.
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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.
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Be familiar with the airport layout prior to arrival or
departure.
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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!
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Be alert to hold lines and signs. Know the meaning of all
airport signs (See the Airman’s Information Manual for definitions/
descriptions).
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Watch for other areas, such as runway approach zones where a
runway approach crosses a taxiway, but the runway does not.
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Do not taxi around unless a clearance to do so has been
issued.
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