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where the turn is to be stopped. Rudder pressure is then
released or opposite pressure is applied as needed.
More engine power may be required to start the
airplane moving forward, or to start a turn, than is
required to keep it moving in any given direction.
When using additional power, the throttle should
immediately be retarded once the airplane begins
moving, to prevent excessive acceleration.
When first beginning to taxi, the brakes should be
tested for proper operation as soon as the airplane is
put in motion. Applying power to start the airplane
Use Up Aileron
on LH Wing and
Neutral Elevator
Use Up Aileron
on RH Wing and
Neutral Elevator
Use Down Aileron
on LH Wing and
Down Elevator
Use Down Aileron
on RH Wing and
Down Elevator
Figure 2-10. Flight control positions during taxi.
Ch 02.qxd 5/7/04 6:22 AM Page 2-9
2-10
moving forward slowly, then retarding the throttle and
simultaneously applying pressure smoothly to both
brakes does this. If braking action is unsatisfactory, the
engine should be shut down immediately.
The presence of moderate to strong headwinds and/or
a strong propeller slipstream makes the use of the
elevator necessary to maintain control of the pitch
attitude while taxiing. This becomes apparent when
considering the lifting action that may be created on
the horizontal tail surfaces by either of those two
factors. The elevator control in nosewheel-type
airplanes should be held in the neutral position, while
in tailwheel-type airplanes it should be held in the aft
position to hold the tail down.
Downwind taxiing will usually require less engine
power after the initial ground roll is begun, since the
wind will be pushing the airplane forward. [Figure
2-11] To avoid overheating the brakes when taxiing
downwind, keep engine power to a minimum. Rather
than continuously riding the brakes to control speed, it
is better to apply brakes only occasionally. Other than
sharp turns at low speed, the throttle should always be
at idle before the brakes are applied. It is a common
student error to taxi with a power setting that requires
controlling taxi speed with the brakes. This is the
aeronautical equivalent of driving an automobile with
both the accelerator and brake pedals depressed.
When taxiing with a quartering headwind, the wing on
the upwind side will tend to be lifted by the wind
unless the aileron control is held in that direction
(upwind aileron UP). [Figure 2-12] Moving the aileron
into the UP position reduces the effect of the wind
striking that wing, thus reducing the lifting action.
This control movement will also cause the downwind
aileron to be placed in the DOWN position, thus a
small amount of lift and drag on the downwind wing,
further reducing the tendency of the upwind wing
to rise.
When taxiing with a quartering tailwind, the elevator
should be held in the DOWN position, and the upwind
aileron, DOWN. [Figure 2-13] Since the wind is
striking the airplane from behind, these control
positions reduce the tendency of the wind to get under
the tail and the wing and to nose the airplane over.
The application of these crosswind taxi corrections
helps to minimize the weathervaning tendency and
ultimately results in making the airplane easier to
steer.
Normally, all turns should be started using the rudder
pedal to steer the nosewheel. To tighten the turn after
full pedal deflection is reached, the brake may be
applied as needed. When stopping the airplane, it is
advisable to always stop with the nosewheel straight
ahead to relieve any side load on the nosewheel and to
make it easier to start moving ahead.
During crosswind taxiing, even the nosewheel-type
airplane has some tendency to weathervane. However,
WHEN TAXIING DOWNWIND
Keep engine power
to a minimum.
Do not ride the brakes.
Reduce power and use
brakes intermittently.
Figure 2-11. Downwind taxi.
Upwind Aileron Up
Downwind Aileron Down
Elevator Neutral
Figure 2-12. Quartering headwind.
Upwind Aileron Down
Downwind Aileron Up
Elevator Down
Figure 2-13. Quartering tailwind.
Figure 2-14. Surface area most affected by wind.
Ch 02.qxd 5/7/04 6:22 AM Page 2-10
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the weathervaning tendency is less than in
tailwheel-type airplanes because the main wheels are
located farther aft, and the nosewheel’s ground friction
helps to resist the tendency. [Figure 2-14] The
nosewheel linkage from the rudder pedals provides
adequate steering control for safe and efficient ground
　
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