Once satisfied, close out with the topic summary and prepare for your next lesson
Taxi Preflight Planning
Airports have similar, but different layouts
Reference the airport diagram to look for expected routes from your location
Pay attention to airport hot spots
If unfamiliar with the airfield, consult those who've been before flying to or airport operations before departure
Reference Notices to Air Missions to check for updated procedures, outages or taxiway closures
Steering and Braking:
Steering is accomplished with rudder pedals and brakes
The pilot applies the rudder in the desired direction of turn and use the appropriate power or brake to control the taxi speed
To tighten the turn after full pedal deflection is reached, the brake may be applied as needed
When first beginning to taxi, conduct a check of braking effectiveness
Release the brakes, and add power as required to allow the airplane to begin moving forward
Reduce the power to idle and depress the top portion of one side, then the other, to confirm proper function and reaction of both brakes
Be mindful of the area around you (in front, behind, and to the sides), especially if you're in a congested ramp
Checking brakes individually is ideal, but checking them together, if required, will suffice
Apply pressure sufficiently enough to cause the airplane to abruptly dip, or to a full stop if desired
If unsatisfactory, bring the airplane to a stop and consider taxi maneuvers (such as a loop) to maintain position on the airfield
To verify steering, depress the rudder pedal in the direction of turn desired
Verify that the airplane responds properly to the rudder pedal input
Make sure to check the braking and steering for each position that may need to use them (i.e., both seats)
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
Stopping:
The rudder pedal should be held in the direction of the turn until just short of the point where the turn is to be stopped
Rudder pressure is then released or opposite pressure is 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, the weathervaning tendency is less than in tailwheel-type airplanes because the main wheels are located behind the airplane's center of gravity, and the nosewheel's ground friction helps to resist the tendency
The nosewheel linkage from the rudder pedals provides adequate steering control for safe and efficient ground handling, and normally, only rudder pressure is necessary to correct for a crosswind
Downwind taxiing usually requires less engine power after the initial ground roll is begun, since the wind is pushing the airplane forward
To avoid overheating the brakes and controlling the airplane's speed when taxiing downwind, the pilot must keep engine power to a minimum
Rather than continuously riding the brakes to control speed, it is appropriate to apply brakes only occasionally
Avoid resting toes on the brakes, resulting in unnecessarily dragging the brakes
Other than sharp turns at low speed, the throttle should always be at idle before the brakes are applied
Taxi Instructions/Clearances:
Clearances are required prior to moving an aircraft or vehicle onto the movement area during the hours an Air Traffic Control Tower (ATCT) is in operation
The movement area is normally described in local bulletins issued by the airport manager or air
These bulletins may be found in FSSs, fixed base operators offices, air carrier offices, and operations offices
A clearance must be obtained prior to taxiing on a runway, taking off, or landing during the hours an Airport Traffic Control Tower is in operation
When assigned a takeoff runway, ATC will first specify the runway, issue taxi instructions, and state any hold short instructions or runway crossing clearances if the taxi route will cross a runway
This does not authorize the aircraft to "enter" or "cross" the assigned departure runway at any point
In order to preclude misunderstandings in radio communications, ATC will not use the word "cleared" in conjunction with authorization for aircraft to taxi
ATC will issue an explicit clearance for all runway crossings
If a pilot is expected to hold short of a runway approach/departure (Runway XX APPCH/Runway XX DEP) hold area or ILS holding position (see FIG 2-3-15, Taxiways Located in Runway Approach Area), ATC will issue instructions
Relaying an ATC Clearance:
ARTCC clearances are relayed to pilots by airport traffic controllers in the following manner
Tower: "Beechcraft One Three One Five Niner, cleared to the Chicago Midway Airport via Victor Eight, maintain eight thousand"
Aircraft: "Beechcraft One Three One Five Niner, cleared to the Chicago Midway Airport via Victor Eight, maintain eight thousand"
Normally, an ATC IFR clearance is relayed to a pilot by the ground controller. At busy locations, however, pilots may be instructed by the ground controller to "contact clearance delivery" on a frequency designated for this purpose
No surveillance or control over the movement of traffic is exercised by this position of operation
Taxi Checklists:
Taxiing checklists are sometimes specified by the AFM/POH, and the pilot must accomplish any items that are required
If there are no specific checklist items, taxiing still provides an opportunity to verify the operation of basic systems and cross-check of the flight instruments
A brake check must be accomplished immediately after initiating roll to verify the airplane's ability to stop before speed is increased
The airspeed indicator should read at or near zero (depending on taxi speed, wind speed and direction, and lower limit sensitivity
The attitude indicator should indicate no more than 5° bank and relatively level pitch (depending on airplane attitude), with no flags
The altimeter should have the correct setting and indicate the proper elevation within prescribed limits
The turn indicator should show the correct direction of turn with the ball movement toward the outside of the turn with no flags
The directional gyro should be set and crossed checked to the magnetic compass and verified accurate to the direction of taxi
Additionally, the heading indicator should not precess more than 3° in 15 minutes
These checks can be accomplished on conventional mechanical instrumented aircraft or glass cockpits
Do not perform any items while taxiing that prevent you from safely operating the aircraft
Taxi Procedures:
Taxi For Takeoff:
Complete all checklists required before taxi
Listen to ATIS/AWOS/ASOS, as appropriate
Consider setting the heading bug/course indicator to display where the winds are coming from
Contact Clearance Delivery, as appropriate
Contact Ground Control or CTAF, as appropriate:
State your aircraft identification, location, type of operation planned (VFR or IFR), if IFR, the point of first intended landing, if VFR, the cardinal direction, and that you have the appropriate ATIS/AWOS/ASOS code:
Pilot: "[Agency] Ground, [Callsign], [Location], [Operation] with [Information]"
Pilot" "Washington ground, Beechcraft One Three One Five Niner at hangar eight, ready to taxi, I-F-R to Chicago, with information Alpha"
Consider setting the heading bug/course indicator to display the takeoff direction
Ground will respond with your instructions:
ATC will first specify the runway, issue taxi instructions, and then state any required hold short instructions
"Taxi to" means you are cleared to cross all taxiways and runways excepting the assigned takeoff runway
"Hold short" means you cannot cross said runway or taxiway until cleared
ATC is required to issue "hold shorts" or "cleared to cross" on any runway active or not in between you and your destination
Ground: "Beechcraft one three one five niner, Washington ground, runway two seven, taxi via taxiways Charlie and Delta, hold short of runway three three left"
Note that closed runways still required a cleared to cross call
Acknowledge the taxi clearance:
When taxi instructions are received from the controller, pilots should always read back:
Runway assignment
Any clearance to enter a specific runway
Any instruction to hold short of a specific runway or line up and wait
Controllers are required to request a read-back of runway hold short assignment when it is not received from the pilot/vehicle
Aircraft: "Beechcraft One Three One Five Niner, runway two seven, hold short of runway three three left"
The control tower also issues bulletins describing areas where they cannot provide service due to non-visibility or other reasons
This is usually done through ATIS/AWOS remarks
Begin taxi, monitoring ground frequency until into the run-up area
Check the heading indicator to ensure the reading has not precessed more than 3° in 15 minutes
Taxiing after Landing:
Runway Taxiway Markings vs. Intersecting Runways
Exit the runway without delay, at the first available taxiway, or as instructed
All parts of the aircraft must be across the hold short line to be considered off the runway
Taxiing for Reasons Other Than Takeoff or Landing:
When issuing taxi instructions to any point other than an assigned takeoff runway, ATC will specify the point to taxi to, issue taxi instructions, and state any hold short instructions or runway crossing clearances if the taxi route will cross a runway
ATC is required to obtain a read-back from the pilot of all runway hold short instructions
Taxi Fundamentals/Operating Practices:
Amazon, Hand-held Scanner
An essential requirement in conducting safe taxi operations is where the pilot maintains situational awareness
Situational awareness starts with the study of the airport diagram to include hot spots and hold shorts
The airport diagram should always be nearby for reference while on the surface, which requires making it available before engine start and before landing
Depending on the airport, parking, ramp, and taxiways may or may not be controlled
The pilot should make themselves familiar with the parking, ramp, and taxi environment
Especially at unfamiliar airports, review, and have available the airport diagram to maintain situational awareness
The pilot must be vigilant of the entire area around the airplane to ensure that the airplane clears all obstructions
If, at any time, there is doubt about a safe clearance from an object, the pilot should stop the airplane and check the clearance
It may be necessary to have the airplane towed or physically moved by a ground crew
When taxiing, the pilot's eyes should be looking outside the airplane scanning from side to side while looking both near and far to assess routing and potential conflicts, especially at intersections
It is helpful to use internal callouts to accomplish this task: "Cleared left, forward and right, going [Left/Forward/Right]"
A safe taxiing speed must be maintained
The primary requirements for safe taxiing are positive control, the ability to recognize any potential hazards in time to avoid them, and the ability to stop or turn where and when desired, without undue reliance on the brakes
The pilot should accurately place the aircraft centered on the taxiway at all times
Some taxiways have above ground taxi lights and signage that could impact the airplane or propellers if the pilot does not exercise accurate control
When taxiing, the pilot must slow down before attempting a turn
Sharp high-speed turns place undesirable side loads on the landing gear and may result in tire damage or an uncontrollable swerve or a ground loop
Swerves are most likely to occur when turning from a downwind heading toward an upwind heading
In moderate to high-wind conditions, the airplane may weathervane increasing the swerving tendency
Good operating practice dictates that pilots acknowledge all runway crossing, hold short, or takeoff clearances unless there is some misunderstanding, at which time the pilot should query the controller until the clearance is understood
NOTE: Air traffic controllers are required to obtain from the pilot a read-back of all runway hold short instructions
Also, without clearance to cross a runway, you should never cross a red sign-think of it as a stop sign
Pilots operating a single pilot aircraft should monitor only assigned ATC communications after being cleared onto the active runway for departure. Single pilot aircraft should not monitor other than ATC communications until flight from Class B, Class C, or Class D surface area is completed. This same procedure should be practiced from after receipt of the clearance for landing until the landing and taxi activities are complete. Proper effective scanning for other aircraft, surface vehicles, or other objects should be continuously exercised in all cases
At those airports where the U.S. Government operates the control tower and ATC has authorized noncompliance with the requirement for two-way radio communications while operating within the Class B, Class C, or Class D surface area, or at those airports where the U.S. Government does not operate the control tower and radio communications cannot be established, pilots must obtain a clearance by visual light signal prior to taxiing on a runway and prior to takeoff and landing
Leaning the mixture could be helpful to save fuel, avoid fouled spark plugs, and reduce emissions when using 100LL during long taxi's or long waits for takeoff
If leaning, always remember to move the mixture back to rich before takeoff
Taxi speed is not explicitly regulated; however, common sense must apply so as not to operate in a "careless or reckless manner" (FAR 91.13):
While on a ramp, pilots should not taxi any faster than one can walk
While on a taxiway, pilots should not taxi faster than one can jog
When entering a turn, be mindful of the stress you are placing on the landing gear as you turn
Care must be exercised when taxiing at night, in low visibility, or toward the sun to remain situational awareness as to the aircraft's location and what is around it
This means moving at half the speed using twice the caution
Compensating for Airport Slopes:
Runways are generally flat surfaces however small changes in elevation will impact the speed at which the aircraft moves
You will require more power uphill and less downhill
Every turn you make will impact the amount of power required to some degree
It is unlikely however, that you'll need to adjust than around 100 RPM to overcome to effects of slope
Compensating for Surface Conditions:
Avoid taxiing over any noticable dips on the surface that could put undue stress on the landing gear, or damage wheel pants, if applicable
If taxiing in cold weather conditions such as snow, ice, or slush, avoid taxiing over contaminated surfaces, if possible
If slush or ice is suspected to have contaminated the landing gear, consider touch-and-go's to clear ice from frozen gear
Taxi slower when objects on the surface have the potential to be kicked up onto the aircraft
Taxi speed is especially important in cold weather operations the aircraft may not only lose traction, but could kick up slush or water onto wings and control surfaces, increasing weight and possibly inhibiting range of motion
Airplane Flying Handbook, Surface Area Most Affected By Wind
When taxiing at appropriate speeds in no-wind conditions, the aileron and elevator control surfaces have minimal effect on directional control of the airplane
These controls should not be considered steering devices and should be held in a neutral position
The introduction of wind, however, impacts aircraft controllability during taxi, even at low speeds
The presence of moderate to strong winds and/or a strong propeller slipstream makes use of the aileron and elevator necessary to maintain control of the aircraft's roll/pitch 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
Wind Indicators:
To assess the wind direction and speed, visual indicators are generally provided at airports for pilots to reference
Windsocks are the most ubiquitous indicator on wind direction and intensity
Other indicators include flags, smoke,, bodies of water, pilot reports, observing aircraft crosswind techniques, etc.
Although they may not be the most accuarate, AWOS/ASOS/ATIS exist, but may be misleading
Elevator Usage:
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 full aft position to hold the tail down
When taxiing with a quartering tailwind, the elevator should be held in the DOWN position, and the upwind aileron, DOWN
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
Aileron Usage:
When taxiing with a quartering headwind, the wing on the upwind side (the side that the wind is coming from) tends to be lifted by the wind unless the aileron control is held in that direction (upwind aileron UP)
Moving the aileron into the UP position reduces the effect of the wind striking that wing, thus reducing the lifting action
This control movement also causes 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
Remember the memory aid to: dive away and fly into the wind
The elevator must be neutral (for tricycle gear airplanes) or up (for tailwheel airplanes)
Downwind taxiing will usually require less power and may require none, but do not ride the brakes
The upwind wing will tend to be lifted by the wind unless the aileron control is held in that direction
Weathervaning may occur as the wind effects a large portion of the aircrafts side [Figure 6]
This is more apparent in a tail wheel aircraft given the wheel is farther behind the center of gravity and comparatively farther from the main gear
Remember also that turns will require change the direction the wind is coming from relative to the aircraft, requiring a change in control positions
Airplane Flying Handbook, Surface Area Most Affected By Wind
Taxi Technique:
It will require a large amount of power to initially move the aircraft
As the aircraft starts to move, power must be retarded, possibly as far back as idle, to prevent continued acceleration
Steer with rudders, keeping your feet over, but not on, the breaks
Riding the brakes will reduce their lifespan and could render them less effective
Many high performance aircraft can produce enough thrust that riding the brakes may be necessary to keep the aircraft from speeding up; brake judiciously
Jet aircraft can be dangerous when exhaust is swept across an area
Reduce the power to idle in a turn, but remember an aircraft stopped in a turn takes a lot of power to get moving again
Always execute good "tail pipe courtesy"
Taxi Operations During Low Visibility:
Pilots and aircraft operators should be constantly aware that during certain low visibility conditions the movement of aircraft and vehicles on airports may not be visible to the tower controller
This may prevent visual confirmation of an aircraft's adherence to taxi instructions
If pilots become disoriented, it is vitally important to notify the controller immediately
Pilots should proceed with extreme caution when taxiing toward the sun
When vision difficulties are encountered pilots should immediately inform the controller
Advisory Circular 120-57, Low Visibility Operations Surface Movement Guidance and Control System, commonly known as LVOSMGCS (pronounced "LVO SMIGS") describes an adequate example of a low visibility taxi plan for any airport which has takeoff or landing operations in less than 1,200 feet runway visual range (RVR) visibility conditions. These plans, which affect aircrew and vehicle operators, may incorporate additional lighting, markings, and procedures to control airport surface traffic. They will be addressed at two levels; operations less than 1,200 feet RVR to 500 feet RVR and operations less than 500 feet RVR
Specific lighting systems and surface markings may be found in Paragraph 2-1-11, Taxiway Lights, and Paragraph 2-3-4, Taxiway Markings
When low visibility conditions exist, pilots should focus their entire attention on the safe operation of the aircraft while it is moving. Checklists and nonessential communication should be withheld until the aircraft is stopped and the brakes set
Progressive Taxi:
If the pilot is unfamiliar with the airport or for any reason confusion exists as to the correct taxi routing, a request may be made for progressive taxi instructions which include step-by-step routing directions
Progressive instructions may also be issued if the controller deems it necessary due to traffic or field conditions (for example, construction or closed taxiways)
The need for progressive taxi can be mitigated by proper preflight planning and having airport diagrams handy
Regulation:
Taxi/landing lights shall be utilized to the maximum extent possible at night except to avoid blinding another pilot
The use of takeoffs-and-landings/taxi lights is an effective means of illuminating surface hazards during taxi movements at night and alerting all concerned of an aircraft's presence/position in flight
Lights may be turned off under certain conditions whereby safety is still the primary focus
Examples would be when taxiing toward or yielding too other aircraft or in a ramp setting with adequate ambient lighting
FAR 91.209 has specific guidance as to lighting requirements
Communications:
A low visibility taxi plan will exist giving the pilot additional instructions when the RVR is less than 1,200' and again in operations less than 600' RVR
Do not switch frequencies while taxiing, in case ground needs to contact you
Auto-switch tower when approaching the hold short to monitor traffic
If you have just cleared a runway and are looking to taxi, call with intentions as appropriate
ATC: "[Agency] Ground, [Callsign], clear of [Runway] at [Location], taxi to [Location]"
Dangers:
Personnel must always be aware of the dangers associated with moving surfaces
Rotor wash created by the blades of a rotary-winged aircraft or thrust from the exhaust section of a fixed-winged aircraft may cause severe personnel injury
The proper safety equipment must always be worn when working on flight decks and flight lines
IT IS THE PILOT'S RESPONSIBILITY TO SEE AND AVOID ON THE TAXIWAY AS WELL
Review the departure and arrival airport diagrams as part of preflight planning, especially at unfamiliar airports
Pay attention to hot spots, runway crossings, or otherwise complex intersections
You may be able to expect a taxi clearance based on the active runways, but becareful not to fall victim to expectancy bias
Include a taxi diagram review before landin to review preflight planning
GPS overlays on taxi diagrams can help identify where you are and when turns are coming up, but you must continue to see and avoid on the ground
Keep airport diagrams handy whether digitally or on paper
Instruments like an HSI can be helpful to orient to a runway and provide additional situational awareness of the aircraft's orientation
Don't be afraid to use progressive taxi
Don't be afraid to slow down or even stop if situational awareness is low or lost
Use caution when turning to consider where the back wheels will track so as not to hit an obstruction such as a taxiway edge light or taxi off the taxiway entirely
Tailwheel Considerations:
Aircraft with conventional landing gear (tailwheel/draggers) aircraft have special considerations that are unique to them
Ground Loop:
The center of gravity of a tailwheel aircraft is behind the cockpit which can cause instability during taxi
Make smooth inputs on the controls and be mindful that the center of gravity is not allowed to get to the side of the aircraft with enough momentum to carry it around
Once a ground loop has started there is no way to get out of it until it has run its course
In the interest of avoiding obstacles or staying on a paved surface however, differential breaking with the inside break will tighten the loop
Taxi Speed:
While speed can be a contributing factor to ground loops, it is also necessary to maintain positive control
If the aircraft is taxiing too fast, and breaks are applied too firmly, the tail can raise causing the tailwheel to lose effectiveness while simultaneously causing the propeller to move closer to the ground
If the tail comes up high enough, the pilot may experience a propeller, or "prop" strike
Hand Signals:
Airplane Flying Handbook, Standard Hand And Arm Signals
Flight Personnel are utilized on many aircraft ramps to direct traffic in an orderly fashion in accordance with local procedures [Figure 8]
Flashing your landing/taxi lights at the marshaller will help signal when you are ready, especially at night
Likewise, don't blind them with the light, turn it off until clear of the marshaller
General Signals:
Affirmative:
Day: Thumbs up or head nod
Night: Flashlight moved vertically up-and-down repeatedly
Negative:
Day: Thumbs down or head shake
Night: Flashlight moved horizontally back-and-forth repeatedly
All Clear (O.K.):
Day: One arm pointing up with the other pointing down
Night: Same signal as day, but with lights
Start Engine:
Day: Point to engine OR indicate engine number with fingers while making horizontal circular motion above head with other
Night: Same signal as day, but with lights
Proceed Straight Ahead:
Day: Hands gesture to come closer
Night: Same signal as day, but with lights
Pull Chocks:
Day: Move arms outward with thumbs pointed outward
Night: Same signal as day, but with lights
Turns:
Day: The direction of turn is indicated by that arm pointing downward while the other gestures to come closer
Night: Same signal as day, but with lights
Flagman Directs Pilot:
Day: Flagman holds hands in air to catch the pilot's attention
Night: Same signal as day, but with lights
Slow Down:
Day: With palms facing down, arms are moved up and down at side
Night: Same signal as day, but with lights
Insert Chocks:
Day: Move arms inward with thumbs pointed inward
Night: Same signal as day, but with lights
Cut Engine:
Day: A cutting motion with a flat palm is made across neck
Night: Same signal as day, but with lights
Stop:
Day: Arms are crossed with closed fist
Night: Same signal as day, but with lights
Clarify:
Day: Hand cupped behind ear as if listening
Night: None
Wait:
Day: Hand held up, palm toward pilot
Night: None
Ignore Last Signal:
Day: Hand waved back and forth in an erasing motion in front of face, with palm turned forward
Night: Trace of letter N, given by external light
Numbers:
Day:
Fingers held vertically indicate 1 through 5
Fingers held horizontally indicate 6 through 9
A clenched fist indicates zero
Night: None
Airplane Flying Handbook, Standard Hand And Arm Signals
Taxiing Common Errors:
Forgetting to remove a tie-down or chocks prior to attempting movement
Improper aileron deflection, particularly after turning
Taxiing with a power setting that requires controlling taxi speed with the brakes
Private Pilot (Airplane) Taxiing (ASEL, AMEL) Airman Certification Standards:
.
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with taxi operations, including runway incursion avoidance
Maintain positive control of the airplane during ground operations by controlling direction and speed without excessive use of brakes.
PA.II.D.S7:
Comply with airport/taxiway markings, signals, and Air Traffic Control (ATC) clearances and instructions.
PA.II.D.S8:
Position the airplane properly relative to hold lines.
Commercial Pilot (Airplane) Taxiing Airman Certification Standards:
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with taxi operations, including runway incursion avoidance
The NTSB determines the probable cause(s) of this accident to be: The student pilot's failure to maintain a visual look out while transitioning from the active runway to a taxiway resulting in an on-ground collision with a taxiway sign
The NTSB determines the probable cause(s) of this accident to be: The pilot's failure to maintain clearance from a parked airplane during taxi operations at night
The NTSB determines the probable cause(s) of this accident to be: The pilot’s failure to maintain a safe taxi distance from a turbine-powered airplane, resulting in an encounter of the turbine-powered airplane’s jet blast while taxiing
Taxiing is part of every flight, and it should, therefore, be a part of all planning
ATC clearances or instructions pertaining to taxiing are predicated on known traffic and known physical airport conditions
Since "the pilot-in-command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft" the pilot should obtain clarification of any clearance or instruction which is not understood
Therefore, it is important that pilots clearly understand the clearance or instruction
Although an ATC clearance is issued for taxiing purposes, when operating in accordance with the CFRs, it is the responsibility of the pilot to avoid collision with other aircraft
In addition to conducting taxi operations as a maneuver, pilots must also be familiar and comply with all airport markings and signs
Pay attention when in a movement area and be cognizant of expectation bias, that is having a belief you are prepared for what lies ahead and not pay attention to what is different, such as an atypical location for a runway hold position marking
When it comes to hand and arm signals, variations may exist
If any questions come up while taxiing, stop, and try to get clarification before proceeding
When taxiing and determining wind direction, make sure you account for the resultant wind
Consider the use of heading bugs to remember where the wind is coming from and/or to remember the assigned takeoff direction
Consider the use of a heading indicator course indicator to supplement
While it is best practice to always apply taxi corrections, regardless of wind velocity, it is imperative these corrections be used any time you can feel even the slightest movement in the yoke
While it is best practice to always apply taxi corrections, regardless of wind velocity, it is imperative these corrections be used any time you can feel even the slightest movement in the yoke
During ground operations, jet blast, prop wash, and rotor wash (types of thrust stream turbulence) can cause damage and upsets if encountered at close range
Pilots should consider the effects of jet blast, prop wash, and rotor wash on aircraft, vehicles, maintenance equipment, and open structures (i.e., hangars) during ground operations
Maintain radio communication procedures, to include both towered and non-towered radio calls
Remember when parking, to park in such a way to avoid inevitable jet blast (especially from larger aircraft), use tiedowns, and install control locks or covers as appropriate
Avoid pushing down on any tail section of aircraft to reposition - use a towbar
