Taxi runup clearance
#21
Gets Weekends Off
Joined APC: Nov 2008
Posts: 826
#22
Gets Weekends Off
Thread Starter
Joined APC: Jul 2008
Position: CFII
Posts: 139
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.
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.
I agree,
Its a ways from the runup area to the hold short line. Finishing the runup in the runup area is not "ready for departure."
Throw in some other traffic in runup area and some traffic coming down taxiway, I feel its important to understand exactly what is proper.
Not to mention the runup area being a non-movement area.
So I guess my only outstanding question is concerning the orignal taxi clearance and what exactly it allows me to do regarding my positioning for a runup.
#23
I used to train at a Class C and this brought back some memories! Here is how we conducted the runups with ground and hopefully it will be helpful.
All of the GA airplanes parked in one large area. I would normally call ground once I started up and would request a taxi clearance and also state I needed a runup.
There were two runup pads on the field. One was at the end of runway 28, so if going to that end ground would simply clear me to taxi to runway 28 and do my runup at the end of runway
After doing the runup here, I pulled up to the hold short line, switched to tower, and advised ready for departure.
The other runup pad was near the end of runway 10 but was off to the side and butted up to some hangars. If using this pad, ground would ask for me to call before continuing taxi. I think they asked this because I had to merge back onto the original taxiway in order to get to the runway, and they did not want to risk me screwing up their traffic flow.
Once finished, I would advise ground and they cleared me to taxi the rest of the way. Again, once I arrived at the hold short point I switched to tower and advised ready to depart.
...The moral of the story is if ground simply gave me a taxi clearance to the runway and no specific instructions to call them, I would complete the runup and taxi to the hold short line without further calls and then switch to tower. I only made calls to ground along the way if they asked me to.
All of the GA airplanes parked in one large area. I would normally call ground once I started up and would request a taxi clearance and also state I needed a runup.
Ground, Cessna 12345 with alpha, ready to taxi from GA ramp, runup required
Cessna 12345, Ground, taxi to runway 28 via A and do your runup at the end of A.
The other runup pad was near the end of runway 10 but was off to the side and butted up to some hangars. If using this pad, ground would ask for me to call before continuing taxi. I think they asked this because I had to merge back onto the original taxiway in order to get to the runway, and they did not want to risk me screwing up their traffic flow.
Cessna 12345, Ground, taxi to runway 10 via A and do your runup at the hangar pad. Advise when you are finished with the runup.
...The moral of the story is if ground simply gave me a taxi clearance to the runway and no specific instructions to call them, I would complete the runup and taxi to the hold short line without further calls and then switch to tower. I only made calls to ground along the way if they asked me to.
#24
The ground control only passed an IFR flight plan to Local when they called from the runup (unless it was a jet).
More than one got off the ground without an IFR release (transparent to the pilot; a serious operational error for the controllers involved).
#25
Gets Weekends Off
Joined APC: May 2010
Posts: 343
Where it would bite the Local control hard is when a Cessna taxied up to the hold short line (from run-up) without calling ground, and they were IFR (and of course said nothing to Local like, "Cessna 123, holding short runway 26, IFR to Podunk".
The ground control only passed an IFR flight plan to Local when they called from the runup (unless it was a jet).
More than one got off the ground without an IFR release (transparent to the pilot; a serious operational error for the controllers involved).
The ground control only passed an IFR flight plan to Local when they called from the runup (unless it was a jet).
More than one got off the ground without an IFR release (transparent to the pilot; a serious operational error for the controllers involved).
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