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Episode 72 - Taxi Procedures - Pilot's Handbook of Aeronautical Knowledge · Pilot Handbook of Aeronautical Knowledge

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  Appendix one, Part two Taxi Procedures. It is important for you to learn
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  and understand how to safely follow taxi procedures. This section addresses specific ATC instructions
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  that may be issued while taxiing and procedures that you should follow. For more
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  information on detailed taxi procedures to be followed at towered airports, referred to Chapter
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  four of the Aeronautical Information Manual aim situational awareness SA. Situational awareness SA means
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  understanding what is going on around you. Also, understanding is more than just
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  information gathering. It requires gathering the right information, being able to analyze it,
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  and making decisions. Say should be used at all times when operating on
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  an airfield, for example, prior to break release for taxi, minimize cockpit
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  tasks, observe sterile flight deck procedures, and always practice a heads up,
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  eyes out mode. While taxiing, remainsially vigilant of hold short crossing clearances and
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  hotspots if applicable. When taxiing, be aware of your location as it relates
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  to the intended taxi route, other aircraft that are taxiing, and vehicles operating
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  on the airport see Figure one Dash eight. If in doubt stop, remain
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  clear of the runway and contact ATC. The following excerpt taken from the AfD
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  is an example of information available to you that helps mitigate the loss of SA.
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  Taxiing aircraft should use caution an early morning and late afternoon hours. Sun
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  glare may make visual recognition of signs and pavement marking its difficult. See Figure
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  one dash nine. Movement and non movement area boundary. At towered airports,
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  the airport's surface is divided into two parts, non movement area and movement area.
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  The non movement area is defined as ramps and aprons and is not controlled
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  by ATC, which means you may move or taxi the airplane without clearance or
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  communication with the control tower. The movement area is defined as all taxiways and
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  runways and is under the jurisdiction of the control tower, so a taxi clearance
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  is required prior to entering into the movement area. The boundary between the ramp
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  and the taxiways is called the non movement area boundary and is defined by two
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  yellow lines, one solid and one dashed c Figure one dash ten. The
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  solid line is located on the non movement area side, while the dashed yellow
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  line is located on the movement area side. Once you are ready to taxi,
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  ATC should be contacted for taxi instructions. After a taxi clearance is received,
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  movement across the non movement area boundary marking and onto the taxiway is authorized.
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  ATC instructions. Title fourteen of the Code of Federal Regulations fourteen CFR,
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  Part ninety one, Section ninety one one twenty three requires you to follow all
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  ATC clearances and instructions. Request clarification if you are unsure of the clearance or
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  instruction to be followed. If you are unfamiliar with the airport or insure of
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  a taxi route, ask ATC for a progressive taxi. Progressive taxi requires the
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  controller to provide step by step taxi instructions. The final decision to act on
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  ATC's instruction rests with you. If you cannot safely comply with any of ATC's
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  instructions, inform them immediately by using the word unable. There is nothing wrong
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  with telling a controller that you are unable to safely comply with the clearance.
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  Another way to mitigate the risk of runway incursions is to write down all taxi
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  instructions as soon as they are received from ATC see Figure one dash eleven.
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  It is also helpful to monitor ATC clearances and instructions that are issued to other
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  aircraft. You should be especially vigilant if another aircraft has a similar sounding call
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  sign so there is no mistake about who ATC is contacting or to whom they
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  are giving instructions and clearances. Read back your complete ATC clearance with your aircraft
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  call sign. This gives ATC the opportunity to clarify any misunderstandings and ensure that
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  instructions were given to the correct aircraft. If at any time there is uncertainty
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  about any ATC instructions or clearances, ask ATC to say again or ask for
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  progressive taxi instructions ATC instructions hold short. The most important sign in marking on
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  the airport is the hold sign and hold marking. These are located on a
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  stub taxiway leading directly to a runway. They depict the holding position or the
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  location where the aircraft is to stop so as not to enter the runway environment.
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  See figure one dash twelve for example. Figure one dash thirteen shows the
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  holding position sign and marking for runway thirteen and runway thirty one. When ATC
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  issues a hold short clearance, you are expected to taxi up to, but
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  not cross any part of the runway holding marking. At a tower airport,
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  runway hold marking should never be crossed without explicit ATC instructions. Do not enter
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  a runway at a towered airport unless instructions are given from ATC to cross,
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  take off from, or line up and wait on that specific runway. ATC
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  is required to obtain a read back from the pilot of all runway hold short
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  instructions. Therefore, you must read back the entire clearance and hold short instruction
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  to include runway identifier and your call sign. Figure one Dash fourteen shows an
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  example of a controller's taxi and hold short instruction and the reply from the pilot.
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  ATC instructions explicit runway crossing. As of June thirtieth, twenty ten,
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  ATC is required to issue explicit instructions to cross or hold short of each runway.
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  Instructions to cross a runway are normally issued one at a time, and
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  an aircraft must have crossed the previous runway before another runway crossing is issued.
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  Options may apply for closely spaced runways that have less than one thousand feet between
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  center lines. This applies to all runways to include active, inactive, or
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  closed. Figure one DAH fifteen shows communication between ATC and a pilot who is
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  requesting a taxi clearance. Extracaution should be used when directed by ATC to taxionto
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  or across a runway, especially at night and during reduced visibility conditions. Always
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  comply with hold short or crossing instructions when approaching an entrance to a runway.
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  Scan the full length of the runway and the final approaches before entering or crossing
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  any runway, even if ATC has issued a clearance. ATC instructions line up
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  and weight lua W ATC now uses the lineup and weight LUAW instruction when a
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  takeoff clearance cannot be issued immediately due to traffic or other reasons. The words
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  line up and weight have replaced position and hold in directing you to taxi onto
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  a runway and a weight takeoff clearance. An ATC instruction to line up and
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  wait is not a clearance for takeoff. It is only a clearance to enter
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  the runway and hold in position for takeoff. Under luaw phraseology, the controller
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  states the aircraft call sign depart your runway and line up and wait. Be
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  aware that traffic holding in position will continue to be used to advise other aircraft
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  that traffic has been authorized to line up and wait on an active runway.
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  Pay close attention when instructed to line up and wait, especially at night or
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  during periods of low visibility, before entering the runway, remember to scan the
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  full length of the runway and its approach end for other aircraft. There have
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  been collisions and incidents involving aircraft instructed to line up and wait while ATC waits
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  for the necessary conditions to issue it a takeoff clearance. An OI caused a
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  seven thirty seven to land on a runway occupied by a twin engine turboprop.
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  The turboprop was holding in position awaiting takeoff clearance. Upon landing, the seven
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  thirty seven collided with the twin engine turboprop. When ATC instructs you to line
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  up and wait, they should advise you of any delay in receiving your takeoff
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  clearance. Possible reasons for ATC takeoff clearance delays may include other aircraft landing and
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  or departing wake, turbulence, or traffic crossing an intersecting runway. If landing
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  traffic is a factor, ATC is required to inform you of the closest traffic
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  requesting a full stop, touch and go, stop and go option or unrestricted
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  low approach on the same runway, advised the landing traffic that traffic is holding
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  in position on the same runway. If advised of a reason for the delay,
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  or the reason is clearly visible, expect an imminent takeoff clearance once the
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  reason is no longer an issue. If a takeoff clearance is not received within
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  ninety seconds after receiving the lineup and weight instruction, contact ATC immediately. When
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  ATC issues intersection line up in weight instructions and takeoff clearances, the taxiway designator
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  is included. Note at night or in low visibility, consider lining up slightly
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  left or right of center line when holding for takeoff so that your aircraft is
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  visible and can be differentiated from runway lights. ATC instructions runway shortened, You
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  should review no TAMS in your preflight planning to determine any airport changes that will
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  affect your departure or arrival. When the available runway length has been temporarily or
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  permanently shortened due to construction. The ADIS includes the words warning and shortened in
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  the text of the message for the duration of the construction. When the runway
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  is temporarily shortened, ATC will include the word shortened in their clearance instructions.
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  Furthermore, the use of the term full length will not be used by ATC
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  during this period of the construction. Some examples of ATC instructions are Runway thirty
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  six shortened line up and wait, Runway thirty six shortened cleared for takeoff,
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  Runway thirty six shortened cleared to land. When an intersection departure is requested on
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  a temporarily or permanently shortened runway during the construction, the remaining length of runway
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  is included in the clearance. For example, Runway thirty six at Echo intersection
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  departure fifty six hundred feet available. If following the construction, the runway is
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  permanently shortened, ATC will include the word shortened until the AfD is updated to
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  include the permanent changes to the runway length pre landing, landing and after landing.
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  While en route and after receiving the destination airport adis slash landing information,
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  review the airport diagram and brief yourself as to your exit taxiway. Determine the
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  following. Are there any runway hold markings in close proximity to the exit taxiway.
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  Do not cross any hold markings or exit onto any runways without ATC clearance.
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  After landing, use the utmost caution where the exit taxiways intersect another runway,
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  and do not exit onto another runway without ATC authorization. Do not accept
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  last minute turnoff instructions from the control tower unless you clearly understand the instructions and
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  are at a speed that ensures you can safely comply. Finally, after landing
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  and upon exiting the runway, ensure your aircraft has completely crossed over the runway
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  hold markings. Once all parts of the aircraft have crossed the runway, holding
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  position markings you must hold unless further instructions have been issued by ATC. Do
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  not initiate non essential communications or actions until the aircraft has stopped and the brakes
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  set. Aircraft lights. The use of aircraft exterior lights during all flight operations
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  make an aircraft operating on the airports surface more conspicuous and help convey location and
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  intent to U and ATC. Some examples of aircraft exterior light usage are listed
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  below and shown in Figure one. Dash sixteen engines running. Before starting engines
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  turn on the rotating beacon. Taxiing prior to commencing taxi turn on navigation slash
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  position strobe only if the use of them does not adversely affect other aircraft.
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  Taxi and logo lights if available crossing a runway, illuminate all external lights.
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  When crossing a runway, You should consider any possible adverse effects that illuminating the
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  forward facing lights may have on the vision of other pilots or ground personnel.
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  During runway crossings, line up and wait. When entering the departure runway without
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  takeoff clearance, turn on all exterior lights except landing lights to make your aircraft
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  more conspicuous departure runway. When entering the departure runway after takeoff clearance is received,
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  or when commencing takeoff roll turn on landing lights. Non towered airports.
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  Many GA airports, even those with operating ATC towers, may not have airport
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  sign engine markings that are required at airports certified by the FAA. In fact,
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  you may observe a wide range of airport signage and markings from one GA
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  airport to the next. There is no substitute for alertness while in the vicinity
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  of an airport. It is essential that pilots be alert and look for other
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  traffic and exchange traffic information when approaching or departing an airport without an operating control
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  tower. This is of particular importance since other aircraft may not have communication capability,
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  or in some cases, pilots may not communicate their presence or intentions when
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  operating into or out of such airports. To achieve the greatest degree of safety,
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  it is essential that all radio equipped aircraft transmit and receive on a common
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  frequency identified for the purpose of airport advisories. An airport may have a full
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  or part time tower or flight service station located on the airport, a full
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  or part time UNICOM station, or no aeronautical station at all. There are
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  three ways for pilots to communicate their intention and obtain aircraft and traffic information when
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  operating at an airport that does not have an operating tower. By communicating with
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  an FSS, a unicom operator, or by making a self announced broadcast.
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  Many airports are now providing completely automated weather radio check capability and airport advisory information
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  on an automated UNICOM system. These systems offer a variety of features, typically
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  selectable by microphone clicks on the unicom frequency. Availability of the automated unicom is
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  published in the AfD and approach charts. Note lineup and weight slash holding in
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  position is not recommended at non towered airport. End of Part two of Appendix one