The art of taxiing

Slowly the art of taxiing an aircraft developed. Pilots used power and the flow of propwash over the rudder to turn the aircraft combined with that newlydeveloped steerable tail skid.

That steerable tail skid developed into the tailwheel and then the nose wheel that we are familiar with today. Taxiing became so much easier.

After an aircraft is started it can be good policy to let the engine warm up while the pilot sorts out the radio and nav systems of the machine. Applying just enough power to get the aircraft rolling is then the time to check the brakes.

If it is a dual control aircraft have the right side pilot check his brakes as well.

At the run-up bay or even just applying the parking brakes it can be a good move to keep your feet close to the brake pedals. Glancing to the side of the aircraft might just givethe clue that the machine is moving.

As a side item it can be a smart move to not park too close to an aircraft in front of you and not park directly behind it. Park brakes do not always hold as expected.

One thing that a pilot should learn is that an aircraft must be taxied at a slow speed, typically said to be at a fast walking place. A pilot has to be prepared for brakes that do not work as advertised, brake failure or simply a situation where another aircraft or obstacle are potentially coming into conflict.

The rules of the air to give way to the right are also applicable to aircraft taxiing on the ground.

However, one can be led into thinking that some pilots must be using a different rules book when they do not give way to aircraft on their right. It is not unusual for the tower to have to tell some pilots to give way.

There are times when one has right of way but the other pilot declines to give it. Then can be the time to stop and allow the delinquent aircraft to pass. Easier to do that than talking to CASA, ATSB, the aircraft owner, the passengers, the flight school CFI and the insurance firm representative about the bent metal.

Something that a pilot who is taxiing an aircraft has to develop is situational awareness. The pilot needs to take into consideration the winds, where he or she wants to taxi the aircraft to, the movement of other aircraft onthe airport, obstacles en route to the holding point or likely to be encountered in the taxi after landing. Constantly look around and analyse the big picture.

For a new pilot-in-training one technique used by this instructor is to have the student do a series of figure eights on a clear area such as a large run-up bay. Using a combination of brakes, power, steering and correct control surface angles can give the student confidence over their ability to control the aircraft on the ground and a knowledge of how effective the brakes are.

At a developed airport the tarmac surface and runway will be bitumen, hopefully in good condition. If not and if there is grass or gravel surface to be taxied over our pilot needs to look ahead and decide if the surface is suitable to taxi over. Grass can cover up a multitude of sins ranging from mud, to holes, to a wet surface that will not allow good braking. It can be no fun to suddenly need to stop and to hit the brakes and skate into an obstacle. Ouch! At unfamiliar airports do you know where you are going? A pre-start study of an aerodrome chart and having that chart on your lap as you taxi around will help. At a controlled airport it makes it very easy for the read back if you have a copy of the aerodrome layout in view.

If you are operating at a towered airport and unsure where to taxi then call the tower. They would much prefer to give taxi assistance than have you taxi into an active runway or take a wrong taxiway and create a problem with other traffic.

If at a non-towered airport do make appropriate radio calls advising where you are going and what you are doing. Then no-one can say that you got in their way.

With all taxiing the pilot has to be able to make good judgements of distances, such as from obstacles like light poles, hangar doors, fuel trucks and other aircraft.

A taxiway is marked with a continuous yellow line. Stick to it and do not cut corners. And taxi slowly, safely.