Strobe Lights On While Taxiing

USCANAM · #1 02-01-2009, 02:17 PM

has been a pet peeve of mine for years, like the guy coming at me on the road with his headlights and fog lights on as if to say "look OUT for me". Wonder if he knows he almost melted my contact lenses!!
This topic got me thinking since strobes have been mentioned in another post this week.
Here are some of the basic rules that I try to follow to make me a little more proficient and thoughtful as a pilot.

1. Never put on my strobes until I'm in a position for take-off. I switch them off as I'm clearing the runway upon landing. Night or day, I never taxi with strobes on.
2. At night I use my taxi light to taxi right into a take-off position, then also switch on my landing lights for take-off.
3. At an un-controlled field, I'll switch on my taxi and landing lights about 5 miles out when landing.
4. At a controlled field, when departing VFR, I'll announce to ground my destination as part of initial call-up. Since I can't remember the last time I filed a VFR flight plan, at least it will be on tape where I was headed.
5. Taxi, land, and take-off keeping the nose wheel on the painted center line all the time. The only time I might deviate from this is upon landing, and I'm requested to expedite my departure from the runway. Then, I'll head directly for the taxi-way when speed permits.
6. Since I don't have a rotating beacon to turn on before engine start, and even if I did, I still let out a booming "clear", then look around for a few seconds before hitting the start switch. I'm really amused at the pilots who yell "clear" as they hit the start switch. Why waste your breath?
7. Taxi into take-off position. Then turn on fuel pump, strobes, do a last scan of engine instruments, and a scan into your take-off area. Only takes about 5 seconds, and is a professional way of doing it. I've been with pilots who after being cleared for takeoff from the hold short line on the taxiway are probably up to about 30 mph when they arrive on the center-line of the runway. Good technique for a short field take-off, but silly on a 5000 foot runway.
I've passed 6000 hours now, working up to 7000, and I still feel the need to follow some basic rules. Doing the basic things properly, will help in setting a good mind-set for the difficult chores.

Safe flying
Jack
RV9A
80 hours (sure could use some global warming here in New England!!)

rwhittier · #2 02-01-2009, 02:45 PM

If you fly any planes certified under the newer part 23 rules (Columbia or Cirrus for example) it is a POH requirement to have the strobes on if the engine is running DAY OR NIGHT. You may shut them down for yours or others safety - such as night taxi near a runway (I do).

I realize this is a forum dedicated to RV's and not newly certified planes, but while your rules of the road are great, just be advised that some folks cannot legally comply.

flion · #3 02-01-2009, 02:57 PM

On a busy ramp, I don't trust a lusty yell of 'Clear!' to get the message out. The sad truth is, people still manage to walk into props, despite the noise of the engine, the prop blast, etc. If putting my strobes on 'bothers' someone enough to keep them out of my prop arc, I'm thinking it's worth it.

L.Adamson · #4 02-01-2009, 04:34 PM

I know quite a few RV pilots who use strobes to taxi in daylight. I do too.

L.Adamson

hevansrv7a · #5 02-01-2009, 05:01 PM

Quote:

Originally Posted by USCANAM

...
6. Since I don't have a rotating beacon to turn on before engine start, and even if I did, I still let out a booming "clear", then look around for a few seconds before hitting the start switch. I'm really amused at the pilots who yell "clear" as they hit the start switch. Why waste your breath?...

It may not technically apply to Experimental category, but I was taught that the rotating beacon (strobes if you don't have the beacon) should be on before engine start and, consistent with safety, stay on while the engine is running. Not so? I thought it was a regulation.

David Clifford · #6 02-01-2009, 05:06 PM

I had over the years 4 different instructors. All wanted the strobes on while taxiing EXCEPT at night. During the day they cause no problems unless your very close and dumb enough to stare into them while they are on.

gmpaul · #7 02-01-2009, 06:38 PM

This is a great thread, thanks you all for giving both sides. I am a low time pilot with a beautiful new bird (RV-9). I realize there is a legal way and a cortices way of doing almost everything I am just trying to do what?s safe. Please keep this of thread going. (Trying to learn from ya?lls experience.
G.P.

Garage Guy · #8 02-01-2009, 06:51 PM

Quote:

Originally Posted by hevansrv7a

I thought it was a regulation.

I thought so too, but where is it!? Closest I can find is AC 91-73A (linked here) but that's not regulatory.

--Paul

dhall_polo · #9 02-01-2009, 08:42 PM

The rv angle to this thread....

Most RV's have strobes in the notched wing tips and one on the tail. Furthermore, I think most folks also wire the rear strobe on an independent "beacon" switch and the wingtips on a "strobes" switch. At least speaking for me, I did this...

But that rear strobe is only visible from the sides and rear, and the wingtip strobes are only visible side and forward. So the legal requirement for "anti-collision lighting" in this typical rv configuration would seem to require *all* three of our strobes to be on for any night vfr operations. And if any one of these 3 strobes is inop, it seems the min night VFR requirement would not be met.

Anybody have another interpretation of the night vfr anti-collision requirement for the standard 3-strobe rv configuration?

Don

alcladrv · #10 02-01-2009, 09:31 PM

Just look at the lighting setup on any single-engine Cessna or Piper. The FAA type-certificated their airplanes, so by definition they meet the regulations.

Single-engine Cessna and Piper airplanes use a rotating beacon as the anti-collision light at night. Many don't have strobe lights, because they are not required.

Most RVs, mine included, do not have a rotating beacon, so the strobes are used as the anti-collision light(s). We RVers like a clean, low-drag airplane, so (at least on the newer wingtips) we bury the strobes in the front of the wingtips. To meet the "Anti-Collision Light Distribution Pattern" shown on page 4 of the Whelen Aircraft Lighting catalog (http://www.whelen.com/pb/Aviation/20...on_Catalog.pdf), we also add the tail strobe.

This document makes all of the night lighting equipment requirements very self-explanatory.

As far as strobe light usage, airline pilots usually have company procedures to follow and charter/corporate pilots typically mimic airline pilots. So, I take my cue from these professional pilots and closely follow their procedures, which are very safety-conscious and courteous toward other pilots.

Check post #10 for one airline's procedures.
http://www.vansairforce.com/communit...ad.php?t=39100