Taxi and Movement Operations Change  Operations Specifications (OpSpecs)  Takeoff Minimums for Commercial Operators  As of June 30, 2010, controllers are required to issue explicit  instructions to cross or hold short of each runway that  intersects a taxi route. Following is a summary of these  procedural changes:  Reminder: You may not enter a runway unless you have  been:  For more information on the change, refer to FAA Order  JO 7110.65, Air Traffic Control, which can be found at www.  faa.gov.  While mechanical failure is potentially hazardous during  any phase of flight, a failure during takeoff under  instrument conditions is extremely critical. In the event of  an emergency, a decision must be made to either return to  the departure airport or fly directly to a takeoff alternate. If  the departure weather were below the landing minimums  for the departure airport, the flight would be unable to  return for landing, leaving few options and little time to  reach a takeoff alternate.  In the early years of air transportation, landing minimums  for commercial operators were usually lower than takeoff  minimums. Therefore, it was possible that minimums  allowed pilots to land at an airport but not depart from that  airport. Additionally, all takeoff minimums once included  ceiling, as well as visibility requirements. Today, takeoff  minimums are typically lower than published landing  minimums, and ceiling requirements are only included if  it is necessary to see and avoid obstacles in the departure  area.  Within the air transportation industry, there is a need to  establish and administer safety standards to accommodate  many variables. These variables include a wide range  of aircraft, varied operator capabilities, the various  situations requiring different types of air transportation,  and the continual, rapid changes in aviation technology.  It is impractical to address these variables through the  promulgation of safety regulations for each and every  type of air transport situation and the varying degrees of  operator capabilities. Also, it is impractical to address the  While Part 121 and Part 135 operators are the primary users  of takeoff minimums, they may be able to use alternative  takeoff minimums based on their individual OpSpecs.  Through these OpSpecs, operators are authorized to depart  with lower-than-standard minimums provided they have  the necessary equipment and crew training.  Aeronautical Information Services charts list takeoff  minimums only for the runways at airports that have other  than standard minimums. These takeoff minimums are  listed by airport in alphabetical order in the front of the TPP  booklet. If an airport has non-standard takeoff minimums,  a  T (referred to by some as either the “triangle T” or “trouble  T”) is placed in the notes sections of the instrument  procedure chart. In the front of the TPP booklet, takeoff  minimums are listed before the obstacle departure  procedure. Some departure procedures allow a departure  with standard minimums provided specific aircraft  performance requirements are met. [Figure 1-8]  Aircraft operating under 14 CFR Part 91 are not required to  comply with established takeoff minimums. Legally, a zero/  zero departure may be made, but it is never advisable. If  commercial pilots who fly passengers on a daily basis must  comply with takeoff minimums, then good judgment and  common sense would tell all instrument pilots to follow  the established minimums as well.  The FAA establishes takeoff minimums for every airport  that has published Standard Instrument Approaches.  These minimums are used by commercially operated  aircraft, namely Part 121 and Part 135 operators. At airports  where minimums are not established, these same carriers  are required to use FAA-designated standard minimums:  1 statute mile (SM) visibility for single- and twin-engine  aircraft, and 1⁄2 SM for helicopters and aircraft with more  than two engines.  • “Taxi to” is no longer used when issuing taxi  instructions to an assigned takeoff runway.  • Instructions to cross a runway are issued one at a  time. Instructions to cross multiple runways are not  issued. An aircraft or vehicle must have crossed the  previous runway before another runway crossing  is issued. This applies to any runway, including  inactive or closed runways.  • Never cross a runway hold marking without explicit  ATC instructions. If in doubt, ask!  1. Instructed to cross or taxi onto that specific runway;  2. Cleared to take off from that runway; or  3. Instructed to line up and wait on that specific runway.  1-8  Weather and the Departure Environment  Takeoff Minimums 