Taxi runup clearance

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03-26-2011 | 06:53 PM

#11

AbortAbortAbort

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As someone who flies out of a very busy single runway airport with tons of training and corporate operations, please use the run-up area, that's what it's there for, and it leaves space for us to taxi by if we're ready immediately and ATC can work us in. And it's a bit of insurance against your engine shelling out during run-up (seen it happen) and you block the taxiway.

03-26-2011 | 08:59 PM

#12

Senior Skipper

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From: the correct seat

Quote:

Originally Posted by sellener

I know its kinda picky, but how would u know the initial clearance included the option to leave the movement area and then come back? Where is that stated or infered from in the regs?

I was trying to find it in the 7110.65, but no joy. Basically I remember reading that turbines are assumed ready for departure when they get to the runway, and pistons are assumed to require a runup. Unless you're departing a class B, I'm pretty sure the controllers expected you to do your runup then get back to them.

03-27-2011 | 06:29 AM

#13

EasternATC

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Some of this info is located in the AIM, para. 4-3-14.

I believe the answer to the OP's question has been given: pull over, do your runup, then change to tower frequency and call ready. The controller can then let you know if you should move up or follow somebody.

03-27-2011 | 07:07 AM

#14

N9373M

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From: 127.0.0.1

Another option (?)

I've done my runup while still on the FBO's ramp, only because it was a huge ramp and I would not be in anyone's way.

Engine start
Get ATIS/Clearance and program GPS while engine warms
Taxi to "secluded" point on FBO ramp and point tail appropriately (blast fence w/no aircraft parked behind me
Runup
Taxi to edge of FBO ramp and contact ground.

Any thoughts on this procedure?

Thanks
Former Mooney driver.

03-28-2011 | 03:56 PM

#15

NoyGonnaDoIt

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Quote:

Originally Posted by N9373M

Nothing wrong with it that I can see. Different strokes and all that...

Only think I'd add is when contacting ground, at least at those few airports where you do not switch to Tower yourself before takeoff, let them know you'll be ready to go when you reach the runway and won't need a run-up.

03-28-2011 | 05:09 PM

#16

TonyWilliams

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Quote:

Originally Posted by NoyGonnaDoIt

at those few airports where you do not switch to Tower yourself before takeoff, let them know you'll be ready to go when you reach the runway and won't need a run-up.

Ya, I absolutely love those places. No way could you know that would be the plan prior to taxiing out (like a NOTAM or something on the ATIS).

03-28-2011 | 05:19 PM

#17

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Quote:

Originally Posted by N9373M

Any thoughts on this procedure?

On a carbed engine I wouldn't do it...inefficient fuel flow at lower power settings, carbon buildup, etc. On a fuel injected I wouldn't think it'd be a problem but I'd at least drag the brakes to cycle the mags near the hold short line.

03-29-2011 | 03:23 AM

#18

NoyGonnaDoIt

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Quote:

Originally Posted by TonyWilliams

Ya, I absolutely love those places. No way could you know that would be the plan prior to taxiing out (like a NOTAM or something on the ATIS).

I only know of three airports where calling ground when ready for takeoff (after run-up) rather than Tower is SOP. KAPA, KORL and KVNY. I've been to the first two; I've heard about KVNY from others. In the 2 where I've been, it's clearly stated on the ATIS.

03-29-2011 | 06:26 AM

#19

TonyWilliams

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CMA. I was a controller there. Not on the ATIS.

03-29-2011 | 07:54 AM

#20

fjetter

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From: King Air 200 CA Hawker 800/900 FO

One thing to note as the OP mentioned twr and gnd were combined so that the OP probably heard the T/O clearance while on gnd control. So if the RJ is still on the taxiway behind you, don't jump out ahead of him, you made the right move there.

One thing that drives me nuts is people calling ready for takeoff from the runup pad while stationary. If you're not at the hold-short line or use "ready at the end" you're not for takeoff.