Narrative:

I pre-flighted my aircraft for pattern work at rhv. Everything was normal with engine start; taxing; magneto check; carburetor heat check and taxiing into takeoff position. But when I was cleared to takeoff and advanced the throttle; the engine stalled. The problem may have been carburetor ice. The temperature was 53 degrees and the dew point 31 degrees; for a relative humidity of 43 percent. This indicates a marginal risk for carburetor ice; but it's certainly possible. I left carburetor heat off. It also may have been that I advanced the throttle too quickly; on a cool day; with an engine that has no acceleration pump; causing a too lean mixture and a subsequent stall. I called the tower and got permission to push the plane off the runway into the runup area; pointing toward taxiway zulu. The FBO's mechanic came out in a golf cart to hand prop; accompanied by an airport employee in another cart. The mechanic was angry and spoke intemperately; ordering me to return and tie the plane down at the FBO. I should have answered; 'we'll talk later.' but instead; I respond vehemently to his unprovoked attack. He was too angry to hand prop safely; but fortunately I had the presence of mind to do my part safely. The plane started easily and the mechanic headed back to the FBO on taxiway zulu. Unfortunately; I did not have the presence of mind to call ground control for permission to taxi. Instead; still upset; I unthinkingly followed the mechanic onto taxiway zulu; followed by the airport employee. My radio was still on tower frequency so I couldn't hear any call from ground control and I didn't hear any call from ground control and I didn't hear any call from the tower. A moment later I noticed a high wing single engine airplane about a quarter of a mile ahead taxing toward me; and immediately recognized my error. I stopped and contacted ground control. The plane ahead turned off to a parallel taxiway. Ground control cleared me to the FBO and a few minutes later asked me to call the tower supervisor. I had had previous difficult interactions with this mechanic; and thus had good reason to ignore his anger. Instead; rather than acting; I reacted. If I could do this over; I would relax; ignore his provocation and focus entirely on the safety of the hand propped restart and on correct taxi procedures. It also occurs to me that aircraft routinely taxi within runup areas without requiring permission of either ground control or the tower. It would have helped me in this situation if there had been a yellow marker on the tarmac delineating the runup area/taxiway boundary - perhaps the yellow dashed taxiway edge marking. I doubt I would have taxied onto taxiway zulu if I had seen a yellow tarmac marker ahead.in future; I will also pay more attention to atmospheric conditions regarding carburetor heat and will advance the throttle more carefully in all circumstances. Note: while I am a commercial pilot; I earned that rating over forty years ago; never flew for hire and did not fly as pilot in command between april 1972 and november 2007. I'm currently flying under sport pilot rules and believe I have achieved 'experienced private pilot' capability. I worked hard to be a safe; competent pilot and get great satisfaction when I fly safely.

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Original NASA ASRS Text

Title: After an aircraft engine stalled during the preflight engine run up; the pilot failed to contact RHV Ground for taxi clearance back to the FBO.

Narrative: I pre-flighted my aircraft for pattern work at RHV. Everything was normal with engine start; taxing; magneto check; carburetor heat check and taxiing into takeoff position. But when I was cleared to takeoff and advanced the throttle; the engine stalled. The problem may have been carburetor ice. The temperature was 53 degrees and the dew point 31 degrees; for a relative humidity of 43 percent. This indicates a marginal risk for carburetor ice; but it's certainly possible. I left carburetor heat off. It also may have been that I advanced the throttle too quickly; on a cool day; with an engine that has no acceleration pump; causing a too lean mixture and a subsequent stall. I called the Tower and got permission to push the plane off the runway into the runup area; pointing toward Taxiway Zulu. The FBO's Mechanic came out in a golf cart to hand prop; accompanied by an airport employee in another cart. The Mechanic was angry and spoke intemperately; ordering me to return and tie the plane down at the FBO. I should have answered; 'We'll talk later.' But instead; I respond vehemently to his unprovoked attack. He was too angry to hand prop safely; but fortunately I had the presence of mind to do my part safely. The plane started easily and the Mechanic headed back to the FBO on Taxiway Zulu. Unfortunately; I did not have the presence of mind to call Ground Control for permission to taxi. Instead; still upset; I unthinkingly followed the Mechanic onto Taxiway Zulu; followed by the airport employee. My radio was still on Tower frequency so I couldn't hear any call from Ground Control and I didn't hear any call from Ground Control and I didn't hear any call from the Tower. A moment later I noticed a high wing single engine airplane about a quarter of a mile ahead taxing toward me; and immediately recognized my error. I stopped and contacted Ground Control. The plane ahead turned off to a parallel taxiway. Ground Control cleared me to the FBO and a few minutes later asked me to call the Tower Supervisor. I had had previous difficult interactions with this Mechanic; and thus had good reason to ignore his anger. Instead; rather than acting; I reacted. If I could do this over; I would relax; ignore his provocation and focus entirely on the safety of the hand propped restart and on correct taxi procedures. It also occurs to me that aircraft routinely taxi within runup areas without requiring permission of either Ground Control or the Tower. It would have helped me in this situation if there had been a yellow marker on the tarmac delineating the runup area/taxiway boundary - perhaps the yellow dashed Taxiway Edge marking. I doubt I would have taxied onto Taxiway Zulu if I had seen a yellow tarmac marker ahead.In future; I will also pay more attention to atmospheric conditions regarding carburetor heat and will advance the throttle more carefully in all circumstances. Note: While I am a commercial pilot; I earned that rating over forty years ago; never flew for hire and did not fly as pilot in command between April 1972 and November 2007. I'm currently flying under Sport Pilot rules and believe I have achieved 'experienced private pilot' capability. I worked hard to be a safe; competent pilot and get great satisfaction when I fly safely.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.