ACTION DETAILS

1-CMH LESS SEVERE NOISE ABATEMENT RESTRICTIONS.

Fact: As of Jan 1, 2000, the entire U. S. airline fleet now meets Stage>3 noise restrictions, yet Port Columbus treats ALL jet aircraft thesame, using methods adopted years ago.

Problem:

Current Port Authority mandated restrictions requires that ALL jet departures must fly runway heading initially.  This equates to departure delays and added fuel costs for the airlines.  Current Port Authority mandated arrival restrictions means ALL jet arrivals must fly a five mile straight-in final.  This arrival restriction also adds to delays and added fuel cost. Current Port Authority mandated restrictions discourage use of the north runway during late night hours.  This restriction, regardless of Stage 3 compliance, contributesto added delays as well as added fuel costs for the operators.

Solution:

Allow Stage 3 compliant jet aircraft to fly the most fuel efficient FAA Air Traffic Control acceptable departure/arrival routes, and allow Stage 3 compliant jet aircraft to use the north runway without restriction. Understanding that there are a few older aircraft that may just barely meet the Stage 3 requirements by use of hush kits (i.e. older Boeing 737's), yet they are still obnoxiously loud during periodswhen people normally sleep, identify those few aircraft and restrict just those aircraft to the least noisy departure/arrival paths during night time operations, rather than restrict EVERY aircraft that flies in and out of Port Columbus throughout the entire day as is currently done.

2-CMH RUNWAY OCCUPATION TIMES.

Problem: When a landing aircraft cannot exit the runway in a timely fashion it contributes to delays. Aircraft landing on Runway 28L often cannot turn off at the C-3 exit, yet C-4 is more than ample. Aircraft landing Runway 10R often cannot exit at C-3, yet the >Taxiway Gulf exit is more than ample...however it is an obtuse angle turn off, which makes for an extremely slow exit.

Solution:Re-engineer the Taxiway Gulf exit to allow for a speedy exit when landing on Runway 10R. Add a high-speed exit between the C-3 and C-4 exits.Improve the C-3 and C-4 exits for speedier exiting.

3-CMH CROSS-OVER TAXIWAY

Problem: Aircraft that land on the north runway and need to traverse to the other side of the field must always taxi around the east end of the main terminals, resulting in extended taxi times and congestion. Departing aircraft that would be more efficiently handled if they departed from north runway often don't, due to the extended taxi.Therefore they add to the congestion on the south runway.

Solution: We understand that a cross-over taxiway on the western edge of the airport is in the master plan. However, don't just make it a taxiway. MAKE IT A RUNWAY. That way it can be used either way, and thereby allow for added flexibility while improving the capacity and safety of our airport.

4-CMH POOR WEATHER OPERATIONS:

Problem:During periods of extremely poor weather aircraft may not be able to land ordepart.

Solution:Improve the runways with additonal RVR equipment and Runway Centerline Lighting so as to make Port Columbus an airport that can be utilized even during periods of extremely low visibility and/or low clouds. This will make it much more attractive for operators.

5-CMH LESS THAN OPTIMAL PLANNING:

Problem: Sometimes actions takes place that don't take into consideration important aviator/air traffic control needs. This can result in less than optimal results (i.e. Runway incursions, long runway occupancy times, etc).

Solution: Include a user advisory board at Port Authority Board meetings that take into account the needs of the aviator. Include a representative from Columbus Flight Watch.

6-CMH Glide slope Transmitter for Runway 28L (improve or move)

The glide slope transmitter for Runway 28L is located in a position that delays departures and/or arrivals when the weather is below certain minimums. Problem: Air Traffic Control shall not allow aircraft to penetrate the glide slope critical area when a cloud ceiling of 800 or less exists, and/or when there is less than 2 miles visibility, if an arrival would be within 5 miles of the runway end during this movement. Arrival intervals must be nearly doubled in order to taxi a departing aircraft through the glide slope critical area during such periods. This results in a less than efficient operation (i.e. delays) when using this primary runway.

Solution: Install a glide slope antenna/transmitter that is not subject to these limitations (i.e. an end-fired system), or relocate the transmitter/antenna assembly to the south (less utilized) side of the runway.

9-CMH

Parallel Taxiway on north side of Runway 10L-28R Under Construction

Fact: There is no parallel taxiway on the north side of Runway 10L-28R. Problem: With the recent movement of Executive Jet Aviation to the northside of the field, there now exists a inordinate potential for runway incursions as EVERY operation to/from NetJets North becomes a potential hazard. Not only must each aircraft from NetJets North cross the runway, during times of busy traffic when Runway 28R is in use the runway must often be used as a taxiway due to opposite direction traffic on Taxiway Echo.

Solution: As soon as possible construct a parallel taxiway on the north side of Runway 10L-28R.