APPENDIX C AIRSPACE PROCEDURES

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APPENDIX C AIRSPACE PROCEDURES This appendix is designed to provide the reader with an introduction to how aircraft operate in and around Cincinnati/Northern Kentucky International Airport (CVG), the facilities that aid in aircraft movement, and the structure of the surrounding airspace. C.1 FACILITIES The inventory of existing conditions at CVG include a general description of the facilities, its role in the national aviation system, and its relationship to the surrounding area. Airport facilities (i.e. runways, taxiways, navigational aids, etc.) were considered in determining the range of potential noise abatement measures that were available at the airport. Airports are continually expanding, modifying, or otherwise improving facilities to best meet the needs of their tenants and the needs of the Federal aviation system. The facilities that are available on the ground bear direct correspondence to the routes of use that aircraft use when arriving or departing CVG. C.1.1 Runways The present runway system began to evolve in 1960 with a series of extensions to Runway 18/36 (currently named Runway 18C/36C), which reached its current length of 11,000 feet in 1996. In 1967, Runway 9R/27L (currently named Runway 9/27) was added and later extended to 10,000 feet in 1994. Construction began in 1988 on the second north/south parallel runway, Runway 18L/36R, which opened in January 1991, soon followed by the closure of the general aviation parallel Runway 9L/27R. Those latter developments were consistent with the recommendations and assessments contained in the KCAB 1984 Airport Master Plan Update and the 1988 Environmental Assessment Finding of No Significant Impact, 1 which assessed the potential environmental impacts of constructing Runway 18L/36R and its associated projects. In December 2001, the FAA issued a Record of Decision (ROD) on the 2001 Environmental Impact Statement (EIS), approving the construction of a third north/south parallel runway on the west side of the airport, 8,000 feet long; a 2,000-foot western extension to Runway 9/27 to a total length of 12,000 feet; and terminal area expansion projects and ancillary facilities development. 2 The third north/south parallel runway became operational in December 2005. Runway 9/27 became fully operational at 12,000 feet on November 1, 2004. 1 2 Environmental Assessment for Construction of Runway 18L/36R Finding of No Significant Impact, Greater Cincinnati International Airport, FAA ROD received May 27, 1988. Final Environmental Impact Statement, Cincinnati/Northern Kentucky International Airport, FAA ROD received December 19, 2001. February 2007 Page C-1

At the onset of this Part 150 study, the airfield system consisted of three primary runways: two parallel north/south runways and an east/west crosswind runway. Construction to both the extension to Runway 9/27 and the third north/south parallel runway has been underway throughout the conduct of this Part 150 planning process. Runway 18R/36L, the north/south parallel runway located on the west side of the airfield, was environmentally assessed in an FAA EIS that resulted in an FAA ROD dated December 19, 2001. In that EIS, Runway 18R/36L was assessed as the proposed third north/south parallel runway and was named Runway 17/35 to avoid confusion with the existing pair of north/south parallel runways (18R/36R and 18L/36R). On May 12, 2005, the runway designations at CVG were officially changed; existing Runway 18R/36L was renamed Runway 18C/36C and Runway 17/35, which will open at the end of 2005, was renamed Runway 18R/36L. The runway designations for the three north/south parallel runways -- 18R/36L, 18C/36C, 18L/36R -- are used throughout this study in the discussion of the recommended operational procedures. In the discussion of study methodologies and alternatives provided in the appendices of this Part 150 Study the EIS runway naming convention may still be used because that was what was in place at the time the Part 150 Study was initiated. C.1.2 Taxiways The taxiway system at CVG provides aircraft access between the runways and the passenger terminal complex, general and corporate aviation areas, air freight terminals, and other aircraft parking areas. Most taxiways at CVG are 75 feet wide. Each of the runways is provided with a fulllength parallel taxiway with multiple intersections. Runway 18C/36C has a dual taxiway system from the Runway 18C end to Taxiway M. An additional taxiway, Taxiway C, parallels on the west side and spans two-thirds of the runway. Runway 9/27 has a dual taxiway system to its north, from the Runway 27 end to Runway 18C/36C separating the concourse aprons from the runway. Runway 9/27 also has a parallel taxiway to the south, which connects the Comair and Fixed-Base Operator (FBO) hangars to the taxiway system. Runway 18L/36R has dual fulllength parallel taxiways to the west, separating the concourse aprons from the runway. High-speed exits are located on Runway 9/27, Runway 18L/36R, and Runway 18R/36L in both directions. C.1.3 Navigational Aids Navigational aids (NAVAIDs) include visual or electronic devices, either airborne or on the ground, which provide point-to-point guidance information or position data to an aircraft in flight. Various types of NAVAIDs are in use both en route and at CVG and are functionally classified according to the type of navigational support each provides. February 2007 Page C-2

Enroute Navigational Aids Enroute navigational aids are locational aids operated for the purpose of providing accurate enroute navigation information to the pilot using ground-based transmitting and on-board receiving instruments. A Very High Frequency Omnidirectional Range (VOR) is a ground-based facility that provides course guidance to aircraft by means of a very high frequency (VHF) radio frequency. Another NAVAID known as a Tactical Air Navigation (TACAN) is frequently collocated with a VOR. The joint NAVAID is then known as a VORTAC. The TACAN, primarily a military oriented facility, provides both course guidance and distance measurement from an ultra-high frequency (UHF), line of sight facility. Under this configuration, civil pilots receive course guidance through the on-board distance measuring equipment (DME) from the VOR facility and distance information from the TACAN. A purely civilian facility is labeled a VOR/DME station. Table C-1 displays the functions of different ground-based navigational aids. Table C-1 THE FUNCTION OF SELECTED GROUND-BASED NAVAIDS TYPE OF NAVAID GENERAL FUNCTION COMMENTS NDB Nondirectional radio beacon VOR Very High Omnidirectional Range Station DME Distance Measuring Equipment TACAN Tactical Air Navigation Transmits signals allowing aircraft to determine their compass bearing from the NDB. Transmits directional signals radiating in 360 degree from the facility. Allows aircraft to determine their direction from the VOR and to follow a track from the VOR. Used to define low and high altitude air routes. Transmits signals allowing aircraft to determine their line-of-sight distance from the DME. A military-oriented NAVAID. Transmits signals allowing both military and civil aircraft to determine their line-ofsight distance from the DME. Installed as stand-alone facility. Relatively lowpowered units frequently installed as outer, middle, and inner markers for ILS systems. Often installed as a standalone facility, but frequently collocated with DME and TACAN. Relatively low-power VORs sometime installed on airports and called Terminal VORs, or T-VORs. Never installed as a standalone facility. Usually collocated with VOR. Sometimes collocated with an ILS localizer antenna. Usually collocated with VOR. February 2007 Page C-3

There are a number of VOR, VORTAC, and VOR/DME stations in the vicinity of CVG. Only one VORTAC is located in the airspace controlled by the CVG Terminal Radar Approach Control (TRACON) service area. These areas are shown in Exhibit C-1, CVG TRACON Airspace. The CVG VORTAC, referred to by the three-letter identifier CVG, is located approximately three miles southwest of the airport. Lighting aids are grouped by type: approach light system, visual glideslope indicators, runway end identification lights, runway and taxiway edge light systems, and in-runway/taxiway lighting systems. Airfield lighting aids support the runway instrumentation and navigational aids currently in use on the airfield. CVG utilizes an Instrument Landing System (ILS) with CAT I on Runways 18C, 18L, 9, and 27; and a CAT II/III on Runways 36R and 36C. Runways 18L and 18C are currently being upgraded to a CAT II/III system. Terminal Area Navigational Aids and Landing Aids There are a number of different NAVAIDs located at or near the airport for the purpose of providing aircraft guidance information while arriving, departing, or overflying the area under any weather condition. An example is terminal area NAVAIDs, which provide directions to the pilot for maneuvering the aircraft near the terminal. Another example is landing aids, which provide either precision or nonprecision approaches to the airport. Both precision or non-precision approaches provide runway alignment course guidance to the aircraft, while precision approaches also provide glide slope information for descent approaches. ILSs provide an approach path for exact alignment and descent of an aircraft on final approach to a runway. The system provides three functions: guidance provided vertically by a glide slope antenna and horizontal guidance by a localizer; range, furnished by marker beacons or DME; and visual alignment, supplied by the approach light systems and runway edge lights. Visual Approach Aids Various kinds of visual approach aids provide guidance to pilots in sighting the runway ends and in establishing the aircraft on a glide slope to land. The following subsections describe the visual aids available at CVG. Approach Lighting Approach lighting systems (ALS) are used in the vicinity of runway thresholds in conjunction with electronic navigational aids for the final portion of ILS approaches under Instrument Flight Rules (IFR) conditions. The approach lighting system supplies the pilot with visual clues concerning aircraft alignment, roll, height, and position relative to the threshold. February 2007 Page C-4

FAR Part 150 Study Source: Cincinnati Sectional Aeronautical Chart, FAA, National Aeronautical Charting Office, March 2001 12/8/2006 P:\Cvg\2003-2004\graphics\ exhibits\ Airspace Structure.CDR CVG Airspace Structure Exhibit: C-1

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A Medium Intensity Approach Lighting System (MALSR) with Runway Alignment Indicator Lights (RAIL) is available on Runways 9, 27, and 18L. This system assists pilots transitioning from the cockpit instrument landing segment to the runway environment. The system provides a lighted approach path 2,400 feet in length along the extended runway centerline. Roll indication is emphasized by a single row of white lights located on either side of and symmetrically along the column of centerline lights. The entire system appears as a cross. Runway 18C is equipped with a SSALSR (simplified short approach lighting system with runway alignment indicator lights). Runways 18R/36L, 36R, and 36C are equipped with an ALS, with centerline sequenced flashing lights in ILS CAT II/III configuration (ALSF-II). A Visual Approach Slope Indicator (VASI) is an airport lighting facility providing vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he is on path if he sees red/white, above path if white/white, and below path if red/red. The VASI systems at CVG include a 4 box unit on Runways 18C and 27. Another type of visual approach path indicator is the Precision Approach Path Indicator (PAPI). PAPI gives more precise indications to the pilot of the approach path of the aircraft and uses only one bar. The PAPI consists of four lights on either side of the runway and gives five approach angles and a transition from one color to another. The PAPI system at CVG is installed on Runways 9, 18R/36L, 36C, and 18L/36R. Runway End/Threshold Lighting The runway end, or threshold, is given special consideration to assist approaching aircraft. Threshold identification lights make use of a two-color, red and green lens. The green half of the lens faces the approaching aircraft and indicates the beginning of the usable runway. The red half of the lens faces the airplane on the rollout or takeoff, indicating the end of the usable runway. Runway End Identifier Lights (REILs) are installed at the ends of Runway 18L and Runway 36R and Runways 18C/36C. These lighting systems consist of a pair of synchronized flashing lights located laterally on either side of the runway threshold. Runway Edge Lighting Runway edge lighting is used to outline the edges of a runway during periods of darkness and restricted visibility. These systems are classified in accordance with intensity or brightness; High Intensity Runway Lights (HIRL), Medium Intensity Runway Lights (MIRL), and Low Intensity Runway Lights (LIRL). Runway 18L/36R, Runways 18C/36C, 18R/36L, and 9/27 are all equipped with a HIRL system. February 2007 Page C-7

Runway edge lights are white except for the final 2,000 feet of an instrument runway (yellow replaces white for the final 2,000 feet or half the runway length, whichever is less) to designate a caution zone for landing aircraft. Runway edge lighting is visible through 360 degrees of azimuth and can be seen several miles from the airport when visibility is good. Taxiway Lighting Taxiway lighting, which delineates the taxiway edges or centerline, provides guidance to pilots during darkness and periods of low visibility. The system most commonly used consists of a series of blue light fixtures located at not more than 200-foot intervals along the taxiway edges. These lights provide taxiway alignment up to the aircraft apron area. Taxiway edge lighting is available along all taxiways and ramps at the airport. C.2 AIRSPACE AND AIR TRAFFIC CONTROL C.2.1 Air Traffic Control Responsibilities The FAA has established three kinds of facilities to provide air traffic control services for aircraft in different phases of flight: Air Route Traffic Control Centers (ARTCC), TRACON, and Airport Traffic Control Towers (ATCT). Responsibility for the safe separation of aircraft operating under IFR is transferred among these facilities as aircraft move through the different phases of flight, from takeoff to landing. FAA Order 7110.65, Air Traffic Control, establishes that the purpose of the air traffic control (ATC) system is safety. It further states, the primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic. ATC is the means by which aircraft are directed and separated within controlled airspace. Air traffic control (within the confines of this study) is managed by three different FAA facilities depending on where the aircraft is located within the airspace. These three facilities are the CVG ATCT, CVG TRACON, and Indianapolis ARTCC. ATC responsibility for an IFR aircraft departing an airport begins on the ground with the ATCT. Aircraft are directed to the active runway and provided initial departure instructions. As the aircraft departs, control is transferred to the TRACON. The TRACON manages the aircraft until it leaves the terminal area, which is the specific altitude or geographical boundary of the TRACON facility. Once the aircraft is beyond the terminal area, control transfers to an ARTCC. An arriving aircraft uses these same air traffic facilities, but in the reverse order (ARTCC to TRACON to ATCT). February 2007 Page C-8

C.2.2 Air Traffic Controllers Air traffic controllers efficiently manage aircraft to ensure the safe and orderly flow of aircraft to and from airports. They issue control instructions, establish appropriate aircraft sequencing, and closely monitor the air traffic flow to ensure a safe distance between each aircraft while minimizing delay. Additionally, air traffic controllers keep pilots informed of changing weather conditions, which may impact the safety of flight; the availability of airspace; and the direction of traffic flows (take-off and landing) at the airport. The complexity of the air traffic controller s task is directly related to the number of aircraft simultaneously flying in an ATC sector, the geometry of flight routes, weather, and terrain. Increases in air traffic volume combined with complex route geometry will lead to increases in the demand placed upon controllers. Once the human performance limits of an air traffic controller are reached, the air traffic controller responds by limiting the number of aircraft actively flying in the sector. The controller limits activity by increasing the minimum distance (or time) separation between aircraft entering the sector on some or all routes in that sector. When a controller increases the separation required between planes along a route, that route s capacity is reduced. Reducing capacity along highly utilized routes may increase delays for aircraft using the route. C.2.3 Airspace Structure Congress has designated the FAA as the agency with responsibility for governing the safe use of navigable airspace. 3 Airspace is divided into two broad categories: controlled and uncontrolled. Controlled airspace is divided into five classes, A, B, C, D, and E. (Uncontrolled airspace is designated Class G.) Aircraft operating in controlled airspace are subject to varying air traffic control and communications requirements, depending on the airspace class. When operating in controlled airspace, aircraft are monitored by and generally must be in communication with the appropriate ATC facility. The lower altitude airspace structure in the Cincinnati area is shown in Exhibit C-1. CVG is a Class B airspace facility as designated by the FAA. The airspace is depicted by rings around the airport that increase in size with altitude. The Class B airspace for CVG begins with a five-nautical mile ring around the airport that extends from the surface to 10,000 feet above mean sea level (MSL). A ten-nautical mail ring extends from 2,100 feet MSL to 10,000 feet MSL. A 15-nautical mile ring extends from 3,000-3,500 feet MSL to 10,000 feet MSL. The 20-nautical mile ring extends from 3,500-5,000 feet MSL to 10,000 feet MSL. The largest ring around CVG, with a 25-nautical mile radius, extends from 4,000 to 5,000 feet MSL to 10,000 feet MSL and completes the Class B airspace for CVG. 3 49 U.S.C. Section 40101(d)(4). February 2007 Page C-9

There is also a 30-nautical mile ring shown that lets pilots know that they cannot fly into the CVG area without a certain type of equipment in their aircraft known as a Mode C Transponder. This equipment allows the air traffic control personnel to easily spot and identify each aircraft on radar within the controlled airspace surrounding CVG. There are other airports that fall within or under the 20-nautical mile ring of CVG Class B airspace. The largest of these is Lunken Airport (LUK), which is approximately 12 nautical miles northeast of CVG. LUK is a Class D facility with airspace designated from the surface to 3,000 feet MSL and a diameter of five nautical miles. Much of the rest of the area around CVG is designated Class E airspace. This is the least restrictive category of controlled airspace. In most of the study area, the Class E airspace lies between 700 feet above ground level (AGL) to the floor of Class A airspace, which begins at 18,000 feet MSL. Traffic outside the Class B airspace area is coordinated through the ARTCC. C.2.4 CVG ATC Procedures At CVG, the ATCT controller normally issues a departure heading or fix as requested by the pilot as soon as possible after takeoff. In general, the only exceptions would be in the case of potentially conflicting traffic in the area. Actual flight tracks vary depending upon aircraft weight, type, velocity, wind speed and direction, and pilot performance. Control of departing aircraft is transferred to the Indianapolis ARTCC or coordinated with adjacent TRACONs before an aircraft climbs through a previously established handoff altitude, unless previously coordinated between the ARTCC and TRACON personnel. Instrument Approaches Instrument approaches use both radio navigational aids and lighting systems to provide guidance to pilots in making landings during periods of reduced visibility. Precision instrument approaches, including Instrument Landing Systems (ILSs), provide a localizer for runway alignment and a glide slope for descent guidance. Nonprecision approaches provide only runway alignment. The navigational ratings for each runway are as follows: Runway 9 Category I ILS (CAT I), Nonprecision Global Positioning System (GPS) Runway 27 Category I ILS (CAT I) Runway 18L Category I ILS/DME (CAT I), Nonprecision GPS Runway 36R Category III ILS/DME (CAT III), Nonprecision GPS Runway 18C Category I ILS/DME (CAT I), Nonprecision GPS Runway 36C Category III ILS/DME (CAT III), Nonprecision GPS Runway 18R - Category II ILS/DME (CAT II), Nonprecision GPS Runway 36L - Category II ILS/DME (CAT II), Nonprecision GPS February 2007 Page C-10

Standard Instrument Approach Procedures (STARs) and Standard Departure Procedures (SID) are procedures that are made available to pilots in order to reduce the amount of communication between the pilots and the ATCT. CVG has four published STARs (CINCE FOUR, MOSEY FIVE, SWEED SEVEN, and TARNE THREE) and five published SIDs (BLUEGRASS FIVE, CINCINNATI NINE, JODUB TWO, ROCKT ONE (RNAV), and WHITEWATER THREE). February 2007 Page C-11

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