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the request if traffic permits. Departure points could
be a significant distance from the control tower and
it may be difficult or impossible for the controller to
determine the helicopter's relative position to the
wind.
3. If takeoff is requested from nonmovement
areas, the phraseology “PROCEED AS REQUESTED”
will be used. Additional instructions
will be issued as necessary. The pilot is responsible
for operating in a safe manner and should exercise
due caution. When other known traffic is not a factor
and takeoff is requested from an area not visible from
the tower, an area not authorized for helicopter use, an
unlighted area at night, or an area not on the airport,
the phraseology “DEPARTURE FROM (location)
WILL BE AT YOUR OWN RISK (with reason, and
additional instructions as necessary).”
4. Similar phraseology is used for helicopter
landing operations. Every effort will be made to
permit helicopters to proceed direct and land as near
as possible to their final destination on the airport.
Traffic density, the need for detailed taxiing
instructions, frequency congestion, or other factors
may affect the extent to which service can be
expedited. As with ground movement operations, a
high degree of pilot/controller cooperation and
2/14/08 AIM
Airport Operations 4-3-15
communication is necessary to achieve safe and
efficient operations.
4-3-18. Taxiing
a. General. Approval must be obtained prior to
moving an aircraft or vehicle onto the movement area
during the hours an Airport Traffic Control Tower is
in operation.
1. Always state your position on the airport
when calling the tower for taxi instructions.
2. The movement area is normally described in
local bulletins issued by the airport manager or
control tower. These bulletins may be found in FSSs,
fixed base operators offices, air carrier offices, and
operations offices.
3. The control tower also issues bulletins
describing areas where they cannot provide ATC
service due to nonvisibility or other reasons.
4. A clearance must be obtained prior to taxiing
on a runway, taking off, or landing during the hours
an Airport Traffic Control Tower is in operation.
5. When ATC clears an aircraft to “taxi to” an
assigned takeoff runway, the absence of holding
instructions authorizes the aircraft to “cross” all
runways which the taxi route intersects except the
assigned takeoff runway. It does not include
authorization to “taxi onto” or “cross” the assigned
takeoff runway at any point. In order to preclude
misunderstandings in radio communications, ATC
will not use the word “cleared” in conjunction with
authorization for aircraft to taxi.
6. In the absence of holding instructions, a
clearance to “taxi to” any point other than an assigned
takeoff runway is a clearance to cross all runways that
intersect the taxi route to that point.
7. Air traffic control will first specify the
runway, issue taxi instructions, and then state any
required hold short instructions, when authorizing an
aircraft to taxi for departure. This does not authorize
the aircraft to “enter” or “cross” the assigned
departure runway at any point.
NOTEAir
traffic controllers are required to obtain from the pilot
a readback of all runway hold short instructions.
8. If a pilot is expected to hold short of a runway
approach (“APPCH”) area or ILS holding position
(see FIG 2-3-15, Taxiways Located in Runway
Approach Area), ATC will issue instructions.
9. When taxi instructions are received from the
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”
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