Date: 201504
Local time of day: 1201-1800
Location: OSU.Airport, OH
Flight conditions: VMC
Weather elements / visibility: 15
Light: Daylight
Aircraft: Small Aircraft
Operator: Government
Operating under: Part 91
Flight plan: None
Mission: Tactical
Flight phase: Climb
Airspace: Class C CMH; Class D OSU
ATC / advisory: TRACON CMH; Tower OSU
Reporter organization: Government
Reporter function: Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Rotorcraft; Flight Crew Commercial; Flight Crew Flight Instructor
Human factors: Communication Breakdown; Confusion; Situational Awareness
Anomaly: ATC Issue All Types; Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Provided Assistance
Contributing factors: Procedure; Human Factors; Airspace Structure
Primary problem: Airspace Structure

Narrative: On [date removed] myself and another pilot departed OSU.  I was the PIC and we had coordinated with Columbus approach via telephone prior to our departure as we had done for the past several days.  Previously we had been departing on runway 27 to the west but the winds favored runway 9 that day. Squawking 1200 and using our tail number we were cleared to take off and turn to a heading of 240.  As we climbed out we maintained contact with the tower and never received a hand off to approach.  The vertical limit of the Class D is depicted as 34 in brackets; meaning up to and including 3;400 feet.  The airport is bisected by the outer ring of Class C airspace starting at 2;500 feet up to 4;800.  While still in contact with the tower and within the confines of the Class D we leveled off at 3;400 and proceeded on a 240 heading.  We very quickly exited the Class C ring to the west and continued to maintain 3;400 feet till clear of the Class D.  Upon exiting Class D we made two attempts to advise tower of a frequency change with no response.  We immediately changed over to approach; squawked our pre assigned code; and established contact.  We were turned on course and cleared up to our requested altitude of 5;500.  At no time did we get a traffic alert or experience any aircraft at close proximity.  Shortly after arriving on station we were asked to make a phone call either that night or in the morning regarding a possible pilot deviation.  Upon landing I called approach and was told to call back in the morning to speak the shift supervisor.  Both myself and the other pilot believed that as long as we were in contact with the tower; within the limits of the Class D ring; and had not received a handoff to approach that we were outside of the Class C airspace.  As you might have guessed [name removed] disagreed and stated that we entered the Class C at 2;500 even if only for a short time.  He stated that his controller held an air carrier at 4;000 to maintain separation so there was no Resolution Advisory (RA) or near miss with 600 feet of vertical clearance. [Name removed] continued to say that this really only becomes a problem when OSU uses runway 27 and Port Columbus (CMH); uses runway 10.  He was very nice and was more concerned about this being a learning experience but was required to file a report.  Although at the time he could not remember the exact details he had previously filed report for a similar occurrence on another company aircraft that caused an RA with an air carrier.  Shortly after speaking to [name removed] I spoke to [name removed] [at the] FSDO.  He was very appreciative of the call and stated that he had not received our report but had received the previous one and was in the early stages of determining who it was using that call sign. [Name removed] was also very cordial and stated that he would pull the other folder and contact me if he had any questions.  I told both [names removed] that I would be filing a [safety] form; and an internal company form to advise my superiors of the situation.     I believe that the documentation in the FAR and AIM is confusing as well as on the sectional chart regarding overlapping airspace.  The class D ring is unbroken and clearly labeled as 34 within brackets.  The AIM addresses departing satellite airports of Class C airspace.  It is commonly understood that while in contact with the tower you remain under the control and limits of the Class D.  Other types of overlapping airspace is clearly marked.  We were able to quickly find several instances where this confusion is depicted on a sectional chart.  This may be a larger understanding by pilots as a whole and has and will continue to create this same occurrence; hopefully not to the point of a midair collision.




Synopsis: A Pilot reports of an airspace issue relayed to him by approach control. The aircraft departed OSU airport and climbed to 3;400 feet; made a right turn to a 240 degree heading. Approach stated that the aircraft entered into the Class C airspace of CMH and they had to restrict a carrier above this aircraft.