Airman's Information Publication (AIP): Cincinnati/Northern Kentucky International Airport (KCVG)

Introduction

In the middle of Indianapolis ARTCC's (ZID's) airspace lies the largest airport in the ARTCC. In real life, Cincinnati / Northern Kentucky International Airport (KCVG) airport experiences over 1400 operations each day. As Ohio calls itself "The Heart of It All", so too is KCVG a major airport in the United States National Airspace System. From KCVG, you can reach cities throughout the U.S.A., as well as international destinations to the east, west, and south, and Canada!

In the virtual world (vZID), KCVG has the highest amount of activity in Indianapolis Center. It is a regular star of the FNO, a frequent host of VA events, and in a prime location for pilots who want to make a quick, but not too quick, trip from one major airport to another (such as KORD, KATL, KSTL, or KIAD).

With a large airport, and large amounts of traffic, there are a large number of routes, notes, and procedures. This AIP provides one location for all of the general information that a pilot will need when deciding to fly in to, or out from, KCVG. This document, combined with the KCVG page on AirNav; and the sectional , terminal, flyway, and enroute charts from SkyVector; will give you all of the information required to complete a safe and successful flight!

This document begins by discussing some common scenery problems, so you see the same thing as everyone else. Next up is a description of the various parking locations available, so you can start (or end) your flight in the same place as the real-world pilots. At this point, you should have enough information to find a good starting point on the ground, so the next section covers the list of ATC positions commonly staffed at this airport. Some quick notes about the airspace are provided for VFR pilots, followed by a list of common runway configurations. This AIP ends with a list of nearby airports, and the preferred routes, for both directions, between those airports and KCVG.

Scenery Notes

KCVG, with its proximity to the City of Cincinnati, the Ohio River, and untold miles of rolling countryside, can be a joy to fly in when the ceiling is unlimited, visibility is forever, and you have a good scenery package to enhance the experience (such as when you are flying over downtown on your way to runway 18L). However, at the same time, if your scenery does not match what the controller (and other pilots) are using, you may be causing them untold amounts of pain; what you think is a parking spot may be, in reality, an active taxiway. Although there are small differences between sceneries, and controllers have come to expect and compensate for this, you should avoid sceneries that deviate extensively from other scenery packages and the contoller's sector file (which controls what they see on their radar screen).

RUNWAY 18R/36L NOTE: Several years ago, to handle increasing amounts of traffic, KCVG added a fourth runway to the field. The new runway is 18R/36L. It is the western-most of the three runways, and its length makes it ideal for regional jets and similar-size aircraft. Although the runway has been around for some time, many sceneries still do not include it. This can lead to confusion when you are cleared to land on 18C/36C, which to you appears to be 18R/36L. If your scenery only has two north-south runways at KCVG, and you receive an instruction involving 18C/36C, act as if the controller was referring to 18R/36L. If, however, you receive an instruction involving 18R/36L, and you do not have that runway in the scenery, you should advise the controller appropriately ("CINCINNATI APPROACH, DELTA 123 DOES NOT HAVE SCENERY FOR THREE SIX LEFT"); you can also make an appropriate remark in your flight plan ("RMK/UNABLE 18R-36L").

Ground Notes

Real-world KCVG has facilities for most aircraft, with the exception of anything smaller than a business jet. Of course, on VATSIM KCVG accepts all types of aircraft, but if you are flying something that has a real-world parking location at KCVG, it would be helpful if you used it! KCVG has a total of four parking locations for commercial aircraft, three for business jets, and two for cargo.

Commercial flights park at Terminal 2, or one of the two open Concourses. Terminal 1 has been closed in the real-world for some time now. Terminal 3, by itself, does not actually have any gates; passengers use an underground mag-lev train to reach Concourse A and Concourse B. Although Concourse C is still owned by Comair (also known as Delta Connection), it is no longer being used. Concourse C has no jet bridges, and all access is made through Concourse B by shuttle. Pilots are advised to use Concourse C only as a temporary parking space and area to restock supplies, taxiing to and from Terminal 2, Concourse A, or Concourse B for actual passenger loading/unloading.

With the closure of Concourse C, airline gate allocations have been changed, but some things remain the same: Terminal 2 remains the home of American, United, and US Airways, as before. Concourse B is used by Delta exclusively, as well as all inbound international flights. All other airlines serving Cincinnati, including Air France (departures), Comair, Continental, and USA 3000 will be using Concourse A. Flights using the old Northwest callsign should also use Concourse B. To the north-east of Terminal 3 is a hangar owned by Delta.

For cargo, the largest parking location is the DHL ramp in the south-east section of the field. Although supposedly for DHL use only, light use of the ramp by virtual DHL (especially when considering they have their own airport, Airborne Airpark (KILN), to the north-east) has made controllers very willing to send other cargo aircraft to the DHL ramp for parking.

For FedEx and UPS, Terminal 1 is a common real-world parking spot. Aircraft do not actually pull up to the gate, they just park nearby and bring the necessary trucks and equipment onto the ramp to load/unload cargo. For the cargo divisions of the major airlines, their headquarters are located in the buildings located west/north-west of Terminal 1.

Last up are the business jets. They park on the ramps that lie between runways 36C, 36R, 27, and the DHL ramp. In the real world, these ramps are part of the Delta AirElite Jet Center, which provides both jet charters and jet storage. On VATSIM, the business jet ramps are the preferred parking location for helicopters and all aircraft of business jet or smaller size (particularly VFR aircraft).

RAMP NOTE: Ground control does not normally include ramp control. After your clearance, you will typically be advised "PUSH AND START AT YOUR DISCRETION, CONTACT ME WHEN READY TO TAXI". However, in cases of heavy traffic, ground control will take over certain aspects of ramp control to prevent airplanes pushing out into each other.

GATE NOTE: Although the controllers know the location of the individual terminals and concourses, controllers do not know the location of specific gates. Instead of asking for a taxi to a particular gate, please ask for taxi to a specific part of the terminal/concourse ("DELTA 123 REQUEST TAXI TO THE NORTH WEST SIDE OF CONCOURSE BRAVO").

TAXI NOTE: As required by FAA Notice N7110.482, if you are receiving taxi instructions from CVG_APP, CVG_TWR, or CVG_GND, instead of receiving basic taxi instructions ("DELTA 123 TAXI TO THE GATE"), your taxi instructions will include the specific route to take ("DELTA 123 TAXI TO THE GATE VIA SIERRA FIFE SIERRA JULIET GOLF"). Please follow the instructions given by the controller. If you are unable, please say so, along with a request explaining why ("DELTA 123 UNABLE, NO AIRPORT DIAGRAM, REQUEST PROGRESSIVE TAXI").

Service Notes

The following positions serve KCVG and are regularly-staffed:

• CVG_TWR
• CVG_APP
• IND_CTR

The following positions serve KCVG, but are not normally staffed:

• CVG_DEL
• CVG_GND
• CVG_DEP

EVENT NOTE: If you are planning an event of any size involving KCVG, controllers will be happy to staff as many facilities as required (including, if necessary, splitting ground, tower, approach, and/or center into multiple sectors). However, proper staffing requires proper coordination and notification. Please email the events coordinator at This e-mail address is being protected from spambots. You need JavaScript enabled to view it , CCing the deputy events coordinator at This e-mail address is being protected from spambots. You need JavaScript enabled to view it , with your event information at least ten days in advance (preferably 2 weeks in advance) of the event to ensure a good controller showing! The vZID events team has experience coordinating events, and is happy to make suggestions regarding the time and place of your event to match the availability and experience of our controllers!

TRAINING NOTE: In vZID, all students start out at KCVG. However, do not assume that all controllers at KCVG are new in their positions. If you see an S1 staffing CVG_GND when nobody else is online, that is a good indication of a new controller, but do not assume that the S1 staffing CVG_TWR late at night is inexperienced! You can always check the roster on the vZID web site to see how long a controller has worked a particular position (just click on the controllers CID number).

TIME NOTE: When you are deciding to fly into or out of KCVG, and you are checking to see who is online, be aware: As per vZID policy, any controller who signs on to a position must man said position for at least 1 hour, and must announce closing at least 10 minutes in advance.

Airspace Notes

KCVG is a class-B field (the only class B field in ZID airspace). As a class-B field, it has a complex, multi-layered upside-down wedding cake-style airspace, whose upper limit is 10,000 feet.

Being a class-B field also means that you may not fly inside class-B airspace VFR without permission of CVG_APP (or IND_CTR if CVG_APP is not online). You also need similar permission to depart KCVG VFR. The rules for flying VFR in class-B airspace are important to remember for pilots flying to or from Cincinnati Muni. / Lunken Field (KLUK), which is a class-D field sitting under KCVG's class-B airspace. The rules are also important to remember for anyone flying VFR along the Ohio River (a good flight to take if you have the scenery), as the river runs close enough to KCVG that some parts of are in class-B airspace at ground level.

The City of Cincinnati and it's extensive suburbs exist to the north and north-east of KCVG. There are also populated areas to the east and southeast. A number of VFR-heavy airports, many of which are non-towered, exist to the northwest, north, and northeast of the field. Notable examples are Cincinnati West (I67), Cincinnati Muni./Lunken Field (KLUK), and Clermont Sounty/Sporty's (I69).

The airspace covered by CVG_APP bumps up against the approach airspaces for Indianapolis (KIND), Louisville (KSDF), and Dayton (KDAY). If all of the approaches were staffed, and your crusing altitude was low enough, you could fly from airport to airport entirely within approach control.

The airspace around KCVG includes a number of areas that should be avoided by all pilots. Pilots are advised to fly safe, by remaining on published VFR (V- and T-) and IFR (J- and Q-) routes. If you are on a published route, then you will always be kept clear of prohibited and restricted areas, and will be kept clear of most MOAs. Although restrictions on these areas may not be enforced by vZID, it is advised that you remain clear of the restricted airspace anyway. vZID ATC know where the restricted airsapce is located, and will be happy to vector you away from and around it.

MOA NOTE: Although it is not forbidden for civilian pilots to fly through MOAs, extreme caution must be taken when traversing them. Even if you are an IFR flight, or a VFR flight receiving flight following services, with or without TCAS, those services may still not be enough to keep you clear of all military traffic. The military use aircraft which are capable of rapid changes in speed, heading, and altitude, such that a controller-issued traffic alert or TCAS notification may come too late to be of any use. Pilots flying VFR through the area are advised to obtain flight following services, at least as long as you are in the MOA, to ensure you have some controller attention. It is also advised that you obtain the current usage status of the MOA from ATC well before entry, so that any reroutes may be planned and executed well before MOA entry.

To the west lie R3403A and R3403B. The restricted areaas exist from approximately 30 NM to 40 NM west of KCVG, and are bounded by T213 to the east, V47 to the south, V51 to the west, and V128 to the north. As its extremes, the restricted areas cover surface to 43,000 feet, affecting both VFR and IFR pilots. The restricted areas are active as early as 0630 (local time) and as late as 2400.

Overlapping and extending R3403A and R3403B are the JPG A, B, C, and D MOAs. These MOAs extend the restricted area to the north, and greatly extend it to the south-east. The MOAs are bounded by V128 to the north, T213 to the east, and V47 to the south, as before, but the western boundary has been pushed out to V171. The MOAs are active from 0800 (local time) to 2300, covering 500 ft AGL up to (but not including) 6000 MSL, except for JPG C, which goes up to (but not including) FL180. There are two routes running through these MOAs. V53 runs through JPG A, but it is usable at and above 6000. V51 runs through the JPG A and B MOAs, making it essentially unusable between DECEE and ABB, unless you are willing to traverse the MOA.

To the north-west of the JPG MOAs are another set of restricted areas, R-3401A and R-3401B, and MOAs, the RACER A, B, C, and D MOAs. R-3401A and R-3401B are bounded by V53 on the west, V221 on the north-west, and V128 on the north-east (there is no nearby route or other landmark for the southern boundary). At its extremes, the restricted area is in continuous use, covering surface to 40,000 feet.

The RACER C and D MOAs extended to the west and south of the restricted areas, but remain within the same route boundaries, and covering 500 ft AGL up to (but not including) FL180. The RACER A and B MOAs, however, extend far enough to the south and west as to overlap V53, but there extreme altitude boundaries are 500 ft AGL to 8000. These MOAs are active from 0700 (local time) to 2200 (again, at the extremes).

To the east lie the Buckeye and Bush Creek MOAs. These are large MOAs, the largest of which starts approximately 35 NM east of KCVG. The MOA is bounded by T217 to the west, V19 to the north, V493 to the east, and V128 to the south. There are no routes that fly through the MOAs. The MOAs, at their extremes, cover 5000 up to (but not including) FL180, so this area really only affects VFR pilots. The MOAs can be active as early as 0800 (again, local time) to as late as 2200.

Of special mention is an area which, if you check along the eastern border of the Bush Creek MOA in the Cincinnati sectional, you are told to avoid "For reasons of national security". This is the location of a plant that produces nuclear fuel. It is mentioned due to the fact that the ceiling of the Buckeye MOA is only 5000 feet. You are advised to avoid this area at all costs.

Runway Notes

(See also the RUNWAY 18R/36L NOTE in the Scenery Notes)

KCVG determines the runways in use according to a Standard Operating Procedure (SOP) that accounts for both the winds and the time of day.

During the day, if the winds permit, the primary landing runways are the 18s, with 27 available for departures (particularly useful for those going to Chicago, a popular destination from KCVG).

Between 2200 and 0700 local time, wind-permitting, flights land on 36R and depart from 27, avoiding the populated areas to the north, north-east, and east.

If the winds become strong enough, the tower controller will choose the active runway to match the winds, regardless of the time of day.

Routing Notes

Although, in driving times, KCVG is at least 90 minutes away from any other major airport, in flying times, KCVG is located close to many major airports located just one ARTCC away. The best examples of this are Chicago and Atlanta, major airports located in neighboring ARTCCs. To maintain an orderly flow of traffic between these fields, vZID has negotiated agreements between the neighboring Centers, which include lists of preferred routings between KCVG and airports in neighboring Centers.

Listed below are major airports, and the preferred routes to file when you are flying (in either direction) between KCVG and the major airport. These routes will allow your flight to adhere to all applicable Letters of Agreement (LoAs), as well as avoiding restricted areas. If your departure/arrival airport is not listed below, check the FAA Air Traffic Control System Command Center (ATCSCC) National Flight Data Center 's (NFDC) Preferred Routes Database before creating a route of your own. You can get the current airport diagram; as well as the latest departure, arrival, and approach plates; for all U.S. airports from AirNav by clicking on the airport name. If an airport has a vZID AIP, or other source of consolidated information, a link will be provided. The links above and below will open in a new window.

• KATL - Atlanta Hartsfield :
  To KATL: File the BLUEGRASS8 or CHCLL1 (RNAV) departure to BWG for the the ROME3 or ERLIN5 (RNAV) arrival.
  To KCVG: RNAV flights, file the SUMMT4 departure to VXV, then direct HMV for the JAKIE1 arrival.
  Non-RNAV flights, file the ATLANTA5 departure to NOTWO, then direct VXV, then direct HMV for the HARDU2 arrival.
  
  
• KBNA - Nashville :
  To KBNA: File the BLUEGRASS8 or CINCINNATI2 departure to IIU, then direct MYS for the HEHAW5 arrival.
  NOTE:To avoid entering R3704A and R3704B, remain at or abobe FL210 between IIU and MYS.
  To KCVG: File the TITAN1 departure to PXV for the MOSEY5 or SARGO1 (RNAV) arrival.
  
  
• KCLE - Cleveland :
  To KCLE: Non-RNAV flights, file the CINCINNATI2 departure to APE, then fly direct TVT.
  RNAV flights, file the ROCKT3 departure to TVT.
  After TVT, fly the KEATN4 arrival.
  Specify a cruising altitude at or below FL250.
  To KCVG: File a route that requests radar vectors to APE for the CINCE6 or TIGRR1 (RNAV) arrival.
  
  
• KCLT - Charlotte:
  To KCLT: File the BLUEGRASS8, CHCLL1 (RNAV), or KENLN1 (RNAV) departure to IIU, then via J99 to VXV for the SHINE5 or JOHNS1 (RNAV) arrival.
  To KCVG: File the HUGO8 departure to HMV for the HARDU2 or the JAKIE1 (RNAV) arrival.
  
  
• KCMH - Port Columbus :
  To KCMH: File the CINCINNATI2 or HAGOL1 (RNAV) departure to ROD for the GUNNE1 arrival.
  To KCVG: There are no SIDs available for KCMH. Request vectors to BOWRR for the CINCE6 or TIGRR1 (RNAV) arrival.
  
  
• KDAY - Dayton :
  To KDAY: Request vectors to join V275 to DQN.
  To KCVG: Request vectors to join V275 to CVG.
  
  
• KDCA - Reagan National :
  To KDCA: File the RHOMM1 or GIPLE2 (RNAV) departure to HVQ for the ELDEE4 (RNAV) arrival.
  NOTE: The current LoA also makes the non-RNAV FINKS STAR available, but the FINKS STAR no longer exists. Non-RNAV pilots are advised to use the WZRRD2 STAR.
  To KCVG: There are no SIDs available for KDCA. Request radar vectors to LDN, then via J134 to HNN for the JAVIT2 or GAVNN2 (RNAV) arrival.
  
  
• KDTW - Detroit Metro :
  To KDTW: File either the CINCINNATI2 or the HAGOL1 (RNAV) to DQN, for the MIZAR3 arrival.
  Specify a cruising altitude that is at or below FL250.
  To KCVG: File the ERRTH2 departure to CXR, then direct APE for the CINCE6 or TIGRR1 (RNAV) arrival.
  
  
• KIAD - Washington Dulles :
  To KIAD: File the RHOMM1 or GIPLE2 (RNAV) departure to HVQ.
  NOTE: The current LoA requires that pilots fly the JANSEN arrival, which no longer exists. Pilots are advised to use either the ROYIL2 or the SHNON2 (RNAV) STAR.
  To KCVG: File the CAPITAL7 departure to LDN, then via J134 to HNN for the JAVIT2 or GAVNN2 (RNAV) arrival.
  
  
• KIND - Indianapolis :
  — KIND has an AIP available from vZID.
  To KIND: Request radar vectors to join V128 to VHP.
  The initial approach fix for runway 32, OZMOE, is the last fix on V128 before VHP.
  To KCVG: Request radar vectors to SHB, for the SHELBYVILLE2 or CEGRM1 (RNAV) arrival.
  
  
• KMCI - Kansas City :
  To KMCI: File the WHITEWATER5 departure to VHP, then via J80 to SPI for the BRAYMER arrival.
  Note: Although the current LoA mentions BRAYMER3 by number, it is out-of-date (BRAYMER4 is current), so pilots are advised to fly the BRAYMER4 arrival.
  To KCVG: File the LAKES6 departure to COU, then direct STL direct ENL for the MOSEY5 arrival.
  
  
• KMDW - Chicago Midway :
  To KMDW: RNAV flights, file the LOVEY1 or WHITEWATER5 departure to OKK for the FISSK1 arrival.
  Non-RNAV flights, file the WHITEWATER5 departure to BVT for the BOILER2 arrival.
  To KCVG: File the CICERO4 or MIDWAY7 departure to EON, then direct DNV for the SHELBYVILLE2 or CEGRM1 (RNAV) arrival.
  
  
• KMEM - Memphis :
  To KMEM: File the BLUEGRASS8 or CHCLL1 (RNAV) departure to BWG for the WLDER5 or LTOWN4 (RNAV) arrival.
  To KCVG: File the MEMPHIS7 departure to BNA, then via J73 to PXV for the MOSEY5 or SARGO1 (RNAV) arrival.
  
  
• KORD - Chicago O'Hare :
  To KORD: RNAV flights, file the CINCINNATI2 or JBNCH1 departure to MIE, then direct MZZ for the ROYKO3 arrival.
  Non-RNAV flights, file the CINCINNATI2 departure to MIE or the WHITEWATER5 departure to OKK, then direct OXI for the KNOX4 arrival.
  NOTE: The ROYKO3 and the KNOX4 STARs differ greatly from their previous versions. If you file one of the new STARs, be sure it is using the correct route.
  NOTE: There is a new STAR for KORD, the WATSN1. The MZZ transtion is assigned by ATC only, and may not be filed or request by the pilot.
  To KCVG: File the O'HARE3 departure to EON, then direct DNV for either the SHELBYVILLE2 or the CEGRM1 (RNAV) arrival.
  
  
• KPIT - Pittsburgh :
  To KPIT: File the RHOMM1 or GIPLE2 (RNAV) departure to YRK. After YRK, proceed direct JPU for the WISKE3 arrival. Specify a cruising altitude that is at or below FL210.
  To KCVG: File the PITTSBURGH9 departure to TVT, then direct APE for the CINCE6 or TIGRR1 (RNAV) arrival.
  
  
• KRDU - Raleigh-Durham :
  To KRDU: File the RHOMM1 or GIPLE2 (RNAV) departure to HVQ, then direct ROA for the SOUTH BOSTON4 arrival.
  To KCVG: File the RALEIGH7 departure to FAK, then via J109 to LDN and J134 to HNN for the JAVIT2 or GAVNN2 (RNAV) arrival.
  
  
• KRIC - Richmond :
  To KRIC: File the RHOMM1 or GIPLE2 (RNAV) departure to HVQ, then via J24 to FAK. At this time, there are no STARs for KRIC.
  To KCVG: File the YEAST1 departure to MOL, then direct STEVY and J134 to HNN for the JAVIT2 or GAVNN2 (RNAV) arrival.
  
  
• KSDF - Louisville / Standiford Field :
  To KSDF: Request vectors to join V5 to IIU.
  To KCVG: If departing north, request vectors to ABB, then via V47 to CVG.
  If departing south, request vectors to IIU, then via V5 to CVG.
  
  
• KSTL - St. Louis :
  To KSTL: File the WHITEWATER5 departure to VHP for the VANDALIA arrival.
  NOTE: Although the current LoA mentions VANDALIA5 by number, it is out-of-date (VANDALIA6 is current), so pilots are advised to fly the VANDALIA6 arrival.
  To KCVG: File the TURBO5 departure to either ENL or PXV, for the MOSEY5 arrival.
  
  
• KTUL - Tulsa :
  To KTUL: File the BLUEGRASS8 or CINCINNATI2 departure to IIU, then via J78 to FAM, then via J98 to SFG for the VINTA2 arrival.
  To KCVG: File the TULSA5 departure to FAM, then via J78 to PXV for the MOSEY5 arrival.
  
  

Acknowledgements

The maintainer of this document would like to thank the following people and sites for their contribution to this AIP:

• The offices of the Federal Aviation Administration, part of the Department of Transportation. They maintain and publish the vast amount of charts and other documents pertaining to flight and navigation within the United States of America. It is difficult, yes, but definitely worth it.
• SkyVector, for making available virtually all published FAA charts for easy online viewing. SkyVector serves as a perfect integration between Web 2.0 and navigation.
• AirNav, LLC, for taking the large amount of information available on airports, navaids, and airspace fixes, and making said information easy to access and easy to view. AirNav shows that it is possible to make aviation information easy to get, and easy to see.
• Cincinnati/Northern Kentucky International Airport, for making information available, via their website, on exactly which commercial passenger airlines park at each terminal/concourse.

Disclaimer & Copyright

Although much of this material is taken from sources suitable for real-world naviation, this document is not intended for such use. This document is intended for use by flight simulator pilots on the VATSIM network.

Most of the information in this document is obtained from the governments of the United States, the State of Kentucy, the County of Kenton, and the Kenton County Airport Board, and is therefore public domain. Those portions of this document which are not public domain are Copyright © 2008 by those who are referred to by the Acknowledgements section above, and by A. Karl Kornel (vZID controller as of December 2008, VATSIM CID 964857), the current maintainer of this document. This work is licensed under the Creative Commons Attribution-Share Alike 3.0 United States License. To view a copy of this license, visit http://creativecommons.org/licenses/by-sa/3.0/us/ or send a letter to Creative Commons, 171 Second Street, Suite 300, San Francisco, California, 94105, USA.

Revision History

Since creation as a draft document, this AIP has gone through the following changes:

• 27 January 2009: Updated routings to KDCA. Also updated Ground Notes with the closure of Concourse C.
• 14 December 2008: Added sections Acknowledgements, Disclaimer & Copyright, and Revision History. Replaced SID/STAR names with their full names. Added major revision numbers for SIDs/STARs. Added routings to/from KCMH, KDAY, KIAD, KIND, and KSDF. Updated routings to/from KDCA, KMCI, KORD, and KSTL.
• No revision information is available between 30 October 2008 and 14 December 2008.
• 30 October 2008: Publication. No changes were made since the previous revision.
• 27 July 2008: Draft released to vZID controllers for comment.