wrote:
I have not tried this. I fly out of a field (PAO) where I get my
clearance from ground control, when I call for taxi instructions. I've
never called them with the engine off, saying "hey, I'll just sit here
and call back for taxi when I understand this clearance." Could try
it.

That's what I usually do. Call up, get my clearance, tell the guy
I'll call back for taxi in 5. In cold weather, I'll usually start up
first, mostly to give the engine more time to warm up before I get going.

My CFII actually had us shut down in the runup area once or twice, as
we were told we'd be waiting 20 minutes or so. I thought that it was
not allowed to shut down in a movement area, but he thought otherwise.
We debated it, but I could not find the reg.

Typically, the runnup area is not a movement area. Is there a dashed
line setting it off from the rest of the taxiway? In any case, I
can't think of any regulation which says you can't shut your engine
off, as long as you maintain a radio watch. You could do this by
keeping one radio on, or even with a handheld. Of course, you can
even shut down the radios if the controller gives you permission to go
off the frequency.

Specifically, I was coming back to Palo Alto from Fresno. I had filed:
FRES5.ECA V195 SUNOL V334 SJC. What I got was RDR VEC V230 PANOS V485
GILRO. This was about the same distance, but took me over higher
terrain. I had filed for 4000, but this route necessitated 8000, which
was a drag because freezing level was 9000 in the area, and I did
indeed pick up some ice. Interesting how approach is very accomodating
in getting you down lower when you actually *have* ice, though not so
much when you're on the ground telling them that you might get it.

Keep in mind that while they may be as accomodating as possible, if
there's terrain below you, that limits how accomodating they can be.
The idea of being at the MOCA and picking up ice in a no-ice piston
single doesn't sound like a lot of fun to me.