3.9. Taxi.

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3.9.1. When the before-taxi checklist is complete, pilots should cautiously exit their parking location. Prior to movement, pilots should attempt to clear all areas to the front and rear of the aircraft. Clear for other taxiing aircraft, maintenance and/or ground personnel, ground equipment, foreign objects, and sun shelters. Signal the crew chief when ready to taxi IAW local procedures. Select nose wheel steering (NWS), release brakes, and increase power as necessary. Follow the marshaller’s signals (if available), taxi straight ahead, and check the brakes when clear of possible conflicts. When parked under sun shelters, slowly pull out from the shelter before checking brakes. Communications for the brake check are IAW Attachment 5. No formal transfer of aircraft control is required for the brake check. Normally, the taxi checklist including NWS, brakes, heading, turn, and/or slip indicators is completed on the first turn out of parking. Taxi no faster than 5-7 knots or a fast walk in congested areas, and always be prepared to stop.

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3.9.2. To turn with NWS selected, simultaneously apply rudder in the desired direction and reduce power (normally to idle). If a sharper turn is required, deselect NWS (the nose wheel will freely caster) and use the inside brake to turn. Minimum turn radius turns should be accomplished IAW T.O. 1T-6A-1. Apply the brakes smoothly, evenly, and cautiously at all times. Differential braking with the NWS engaged could damage the nose gear.

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3.9.3. Use power as required to keep the aircraft rolling at a moderate speed (e.g., 10-15 knots). The NWS is more sensitive as taxi speed is increased. Once the aircraft is rolling, idle power should provide sufficient thrust. Use the brakes as necessary to control taxi speed; however, do not apply continuous brake pressure (i.e., “ride the brakes”). Normal taxi speed should not exceed 15 knots in uncongested areas, or IAW locally established procedures.

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3.9.4. When taxiing, pilots need to be vigilant during crosswind and/or tailwind conditions. Proper application of aileron and elevator may be required to maintain positive control of the aircraft. A good technique is to place the aileron into the wind. The elevator should be neutral in headwind conditions and deflected down in tailwind conditions as depicted in (i.e., bank into headwinds, dive away from tailwinds) Figure 3.1.

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3.9.5. Pilots will taxi on the centerline unless local procedures direct otherwise. (T-2) If local procedures direct staggered taxi, align the appropriate main wheel with the taxi line. The main wheel is approximately underneath the start of the wing dihedral. The most common reference to establish this stagger is to line up an engine exhaust stack on the taxi line.

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3.9.6. Avoid taxiing over aircraft arresting cables to preclude aircraft damage. If a cable must be crossed, taxi as slowly as possible to prevent aircraft damage. Steer to avoid nose and main gear contact with cable support donuts.

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3.9.7. Maintain obstacle clearance and taxi interval distance according to AFMAN 11-2T-6V3 and AFMAN 11-218.

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3.9.8. Prepare for takeoff and departure while taxiing in uncongested areas. Departure review and intercockpit briefings may include, but are not limited to, weather, winds, departure routing, navigational aid (NAVAID) setup, and takeoff emergencies. A widely used technique is to accomplish an R-NEWS check:

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3.9.8.1. R—Receiver Autonomous Integrity Monitoring (RAIM). Check RAIM and fault detection and exclusion (FDE) on the STAT 2 page as directed in AFMAN 11- 2T-6V3.

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3.9.8.2. N—NAVAIDs/Needles. Ensure electronic horizontal situation indicator (EHSI) is set for the departure (including NAVAIDs, course selected, and heading marker set).

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3.9.8.3. E—Emergencies. Review actions for abort or engine failure on takeoff. Consider emergency return options for existing conditions.

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3.9.8.4. W—Weather/Winds. Consider weather impact on departure and emergency recovery options. Analyze effect of wind on takeoff and planned patterns, and anticipate pattern corrections. Determine direction the control stick needs to be deflected based upon the crosswind component.

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3.9.8.5. S—Standard Instrument Departure (SID)/Departure Procedure (DP). Review the departure, open in-flight publications to the required page.

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