Non-towered field operations
Tyler Kirby
lot of experience with non-towered fields. I know how it works if there are
taxiways, etc. However, I recently went to a small field that had 1 rwy and
no taxiway. You entered the rwy directly from the parking ramp and back
taxied to the end.
Question: Do you do your run up on the parking ramp (obviously attempting to
direct propwash away from others) or do you back taxi to the end and runup
there? Luckily there wasn't anyone else there so I decided to runup at the
ramp (again assuring propwash directed away from objects). Just wondering
if there is a standard procedure.
Bill Lattimer
<tok...@NOSPAM.mindspring.com> wrote:
>Question: Do you do your run up on the parking ramp (obviously attempting to
>direct propwash away from others) or do you back taxi to the end and runup
>there? Luckily there wasn't anyone else there so I decided to runup at the
>ramp (again assuring propwash directed away from objects). Just wondering
>if there is a standard procedure.
>
I struggled with the same thing as I started flying to more (and much
smaller :) airports.
IMHO, you don't EVER want to 'position and hold' at an uncontrolled
field, period.
If there's no pad I (in order):
1. If there's room on the apron between the taxiway and the runway, I
turn as much into the wind as I can and do it there.
2. I do it on the taxiway.
3. I do it on the ramp, taking into consideration the precautions you
mention.
IMHO, the one thing you DON'T want to do is perform a shortened runup
or none at all. It needs to happen, so just take your best shot.
Mackfly
>>if there is a standard procedure.
>>
>I struggled with the same thing as I started flying to more (and much
>smaller :) airports.
Nothing seems very standard at airports like you mentioned. With some planes
(up to 150 hp) it seems to work ok to do the runup during the back taxi to the
end of the runway. Like, while rolling along. I've seem some pilots do it
when they had all the room in the world to stop and do it but were just in a
bit of a hurry. Maybe not a procedure for the student pilot to try right away.
Mack
Dennis Collin
>I generally work out of Class D and C and occasionally TRSA. Don't have a
>lot of experience with non-towered fields. I know how it works if there are
>taxiways, etc. However, I recently went to a small field that had 1 rwy and
>no taxiway. You entered the rwy directly from the parking ramp and back
>taxied to the end.
>Question: Do you do your run up on the parking ramp (obviously attempting to
>direct propwash away from others) or do you back taxi to the end and runup
>there? Luckily there wasn't anyone else there so I decided to runup at the
>ramp (again assuring propwash directed away from objects). Just wondering
>if there is a standard procedure.
Check the diagram ... many have a small "bulge" near the runway ends,
which allows one to pull off and run-up there. It's preferable NOT to
back taxi and hold to run-up ... might just put you in the wrong place
at the wrong time (but you know that, that's why you ask).
One local airport here (Simsbury, CT) has one runway and no taxiway,
but most pilots use the grass along the runway as a taxiway when
conditions permit, and has runup areas at the ends of the runway.
Personally, I'd call someone and ask what the preferred procedure is
at the intended airport. Can't piss anyone off, or do something
unsafe that way.
Dennis
PP-ASEL (4B8)
"I still know just enough to know that I don't know enough"
phil cohen
If there is no taxiway, no widening at the runway end, or you don't want
to do it on the ramp or in the grass, and you feel that you must do the
runup on the runway, at least do it facing the approach end at a 45
degree angle, so that you can see traffic in both directions.
phil cohen
phi...@worldnet.att.net
snowb...@my-dejanews.com
"Tyler Kirby" <tok...@NOSPAM.mindspring.com> wrote:
> I generally work out of Class D and C and occasionally TRSA. Don't have a
> lot of experience with non-towered fields. I know how it works if there are
> taxiways, etc. However, I recently went to a small field that had 1 rwy and
> no taxiway. You entered the rwy directly from the parking ramp and back
> taxied to the end.
> Question: Do you do your run up on the parking ramp (obviously attempting to
> direct propwash away from others) or do you back taxi to the end and runup
> there? Luckily there wasn't anyone else there so I decided to runup at the
> ramp (again assuring propwash directed away from objects). Just wondering
> if there is a standard procedure.
Personally you couldn't pay me enough to persuade me to sit on the end of
any runway a moment longer than I have to. This attitude goes back to my
student days. On one XC to an uncontrolled airport with no taxiway, where
I almost became a hood ornament for a Piper Warrior doing a low approach
straight in with no radio calls (I recognized the plane, it has plenty of
radios and they work). I saw him just before I took the runway, thankfully.
I don't like uncontrolled airports with no taxiway :)
Anyway, my answer is, I run up on the ramp. If there is some reason not
to run up on the ramp (icy, covered with gravel, covered with people), I
complete the rest of my pre-takeoff checks on the ramp, then do a "rolling
runup" as I backtaxi down the runway. (you might wish to practice the
latter with another pilot or with a CFI before trying it single-pilot).
IMO it is also a good idea to scrutinize the sides and ends of the runway
at such airports, so that if you have to get off the runway in a hurry
for some reason, you will have some idea which way to go. Read the AF/D
entry carefully and if you call the airport, ask if one side or the
other of the runway can be used as an impromtu taxiway. Some such airports
keep the grass on one side of the runway level and the ground reasonably
flat for use as a taildragger runway and impromptu taxiway.
Regards,
Snowbird
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snowb...@my-dejanews.com
bil...@NOSPAM.warbird.org wrote:
> IMHO, you don't EVER want to 'position and hold' at an uncontrolled
> field, period.
Agreed.
However, wrt this:
> 1. If there's room on the apron between the taxiway and the runway, I
> turn as much into the wind as I can and do it there.
> 2. I do it on the taxiway.
I believe the original query involved an airport with no taxiway, and
no turn-out at the end.
Mark Kolber
>
>Question: Do you do your run up on the parking ramp (obviously attempting to
>direct propwash away from others) or do you back taxi to the end and runup
>there? Luckily there wasn't anyone else there so I decided to runup at the
>ramp (again assuring propwash directed away from objects). Just wondering
>if there is a standard procedure.
>
How about, "It depends" for an answer. The specific location of the
"run-up area" will vary with the layout of the airport, just as it
does at Class C and D airports (not all Class D airports have a nice
wide multi-aircraft run-up area right near the takeoff end of the
runway).
Best thing is to ask. Although unusual, I have been at Class G
airports where you run-up on the runway.
======================================
______|______ Mark Kolber
\(o)/ Denver, Colorado
o O o mko...@nospam.usa.net
======================================
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Cary N. Mariash
I have seen the "rolling runup" suggested before, but I do not understand how
this can be accomplished. I am able to do most of the preflight checks while
rolling (such as instrument checks), but I do not see how I can do three of the
necessary items while taxiing. All three require significant engine power which
may lead to excessive taxi speeds (and in a twin can lead to loss of directional
control). To check my generators I need to get the RPM over 1700, to check the
mags I am required to get the RPM to 1700, and to exercise the props the RPM has
to start at about 1700. What is your trick for doing this while taxiing and yet
maintaining directional control (in a twin) and appropriate taxi speed.
Cary
snowb...@my-dejanews.com wrote:
> Anyway, my answer is, I run up on the ramp. If there is some reason not
> to run up on the ramp (icy, covered with gravel, covered with people), I
> complete the rest of my pre-takeoff checks on the ramp, then do a "rolling
> runup" as I backtaxi down the runway. (you might wish to practice the
> latter with another pilot or with a CFI before trying it single-pilot).
>
> ...snip...
>
> Regards,
> Snowbird
>
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--
Cary N. Mariash
CP-ASMEL/IA
N500QB (1958 C310B)
http://www.cbc.med.umn.edu/~cary/flywell.html
snowb...@my-dejanews.com
ca...@lenti.med.umn.edu wrote:
> What is your trick for doing this while taxiing and yet
> maintaining directional control (in a twin) and appropriate taxi speed.
I was responding to a guy flying a GA trainer.
I don't fly a twin and therefore cannot answer your question. All I
can say is next time you're with another pilot on a nice wide taxiway
or nice wide empty ramp, try it and see what works. I suspect that
judicious and anticipatory use of full opposite rudder and light brake
combined with allowing the plane to slow between each of your three
checks would work, but I don't know. If you try it, let me know!
In a single, if one first retards the throttle and allows the plane to
slow below "normal taxi speed", then does the runup, one does not build
excessive speed during an efficient runup check of a single engine. It
only takes a few seconds to check the mags on one engine and a few
seconds more to cycle one prop.
Directional control is another issue. Careful division of attention is
essential, therefore I suggest this is a procedure to practice with
another pilot or CFI esp. at first.
I also note that the procedure is suggested for situations where
a runup otherwise is impossible--for example, while backtaxiing a
runway with no ramp or ramp unusuable for runup, and no taxiway.
IMO both directional control and excess speed are somewhat less of
a concern while backtaxiing a runway, than while tracking a narrow
taxiway. In fact, I tend to backtaxi runways well above "normal
taxi speed" even if I plan to runup at the turnout next to the
numbers, as I'm not happy spending extra time on the runway in
any event, so I don't even slow first.
This is a procedure I've only found use for two or three times outside of
practice, as I recall. Once was on durn long runway with no taxiway and
no turn out at the end, on a hot day where I didn't want to taxi a long
way after my runup. Another was at an airport with a paved runway where
the ramp and "taxiway" was somewhat soggy grass, and I didn't want to
come to a full stop. Directional control was no problem there :). A
third was where the runway was clear, but the ramps and taxiways were
covered with sheet ice and brakes wouldn't hold against runup RPM.
Usually there is a ramp or taxiway one can use, and when available, of
course those should be used.
Roy Smith
> To check my generators I need to get the RPM over 1700, to check the
> mags I am required to get the RPM to 1700, and to exercise the props the
> while taxiing and yet maintaining directional control (in a twin) and
> appropriate taxi speed.
Raise the gear?
mike regish
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