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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