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controller, pilots should always read back:
(a) The runway assignment.
(b) Any clearance to enter a specific runway.
(c) Any instruction to hold short of a specific
runway, or taxi into position and hold.
Controllers are required to request a readback of
runway hold short assignment when it is not received
from the pilot/vehicle.
b. ATC clearances or instructions pertaining to
taxiing are predicated on known traffic and known
physical airport conditions. Therefore, it is important
that pilots clearly understand the clearance or
instruction. Although an ATC clearance is issued for
taxiing purposes, when operating in accordance with
the CFRs, it is the responsibility of the pilot to avoid
collision with other aircraft. Since “the pilot-in-command
of an aircraft is directly responsible for, and is
the final authority as to, the operation of that aircraft”
the pilot should obtain clarification of any clearance
or instruction which is not understood.
REFERENCE−
AIM, General, Paragraph 7−3−1.
1. Good operating practice dictates that pilots
acknowledge all runway crossing, hold short, or
takeoff clearances unless there is some misunderstanding,
at which time the pilot should query the
controller until the clearance is understood.
NOTE−
Air traffic controllers are required to obtain from the pilot
a readback of all runway hold short instructions.
2. Pilots operating a single pilot aircraft should
monitor only assigned ATC communications after
being cleared onto the active runway for departure.
Single pilot aircraft should not monitor other than
ATC communications until flight from Class B,
Class C, or Class D surface area is completed. This
same procedure should be practiced from after receipt
of the clearance for landing until the landing and taxi
activities are complete. Proper effective scanning for
other aircraft, surface vehicles, or other objects
should be continuously exercised in all cases.
3. If the pilot is unfamiliar with the airport or for
any reason confusion exists as to the correct taxi
routing, a request may be made for progressive taxi
AIM 2/17/05
4−3−16 Airport Operations
instructions which include step-by-step routing
directions. Progressive instructions may also be
issued if the controller deems it necessary due to
traffic or field conditions; i.e., construction or closed
taxiways.
c. At those airports where the U.S. Government
operates the control tower and ATC has authorized
noncompliance with the requirement for two-way
radio communications while operating within the
Class B, Class C, or Class D surface area, or at those
airports where the U.S. Government does not operate
the control tower and radio communications cannot
be established, pilots shall obtain a clearance by
visual light signal prior to taxiing on a runway and
prior to takeoff and landing.
d. The following phraseologies and procedures
are used in radiotelephone communications with
aeronautical ground stations.
1. Request for taxi instructions prior to
departure. State your aircraft identification, location,
type of operation planned (VFR or IFR), and the
point of first intended landing.
EXAMPLE−
Aircraft: “Washington ground, Beechcraft One Three One
Five Niner at hangar eight, ready to taxi, I−F−R to
Chicago.”
Tower: “Beechcraft One Three One Five Niner,
Washington ground, taxi to runway three six, wind zero
three zero at two five, altimeter three zero zero four.”
or
Tower: “Beechcraft one three one five niner, Washington
ground, runway two seven, taxi via taxiways Charlie and
Delta, hold short of runway three three left.”
Aircraft: “Beechcraft One Three One Five Niner, hold
short of runway three three left.”
2. Receipt of ATC clearance. ARTCC clearances
are relayed to pilots by airport traffic
controllers in the following manner.
EXAMPLE−
Tower: “Beechcraft One Three One Five Niner, cleared to
the Chicago Midway Airport via Victor Eight, maintain
eight thousand.”
Aircraft: “Beechcraft One Three One Five Niner, cleared
to the Chicago Midway Airport via Victor Eight, maintain
eight thousand.”
NOTE−
Normally, an ATC IFR clearance is relayed to a pilot by the
ground controller. At busy locations, however, pilots may
be instructed by the ground controller to “contact
clearance delivery” on a frequency designated for this
purpose. No surveillance or control over the movement of
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