Ep. 16: How to Taxi in a X-Wind | Cross wind taxi procedures

Here we'll walk you through the proper cross wind taxi procedures and how to position your elevator and ailerons properly.
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[@toddwoods582]

My instructor helped me with this by teaching me to think of the wind blowing as you stand still ......like you were a daisy planted in the ground.....if it's blowing in your face its going to push you back so back on the yoke. If it's blowing from your rear it's pushing you forward so forward on the yoke . And then you just either face into the wind and follow it or your face away from the wind and follow it. Also....on your taxi out , you almost always are going downwind to get to the upwind end of the runway for takeoff. Also,before I taxi I set my heading bug to the wind after I get the ATIS, then just look down real quick and you can see the direction of the wind relative to the aircraft as you taxi, I keep it there through take off and it's good visual judgement of how much cross wind angle i'm dealing with. Works on landings too. :)

[@kirannair8081]

Had to see this video multiple times but now I got it ....really amazing explanation..and it’s really helpful sir how you show the cockpit view and the tail view simultaneously

[@liberator5827]

Very helpful thank you

[@fly8ma.comflighttraining199]

Glad this was helpful!

[@josesbox9555]

That changed since I was a kid I guess. I always dove away and into and changed to climb into in a TW. Makes sense though.

[@AV8R_1]

Hey Jon, when it’s a direct cross wind you say “controls neutral”. But shouldn’t it be pitch neutral, but still ailerons into the wind?

[@mattp1803]

I agree. Elevator neutral, but ailerons into the wind when it’s directly cross.

[@Sophia-kc4vs]

I thought the elevator should be neutral on quartering headwinds? "Taxiing with a headwind When taxiing into a strong quartering headwind, the aileron should be up on the side from which the wind is blowing. The elevator should be in the neutral position for tricycle-geared airplanes. The elevator should be held in the up position for tailwheel airplanes." Also at what amount of wind does this become a factor? As always great video. You are the best. I can remember dive away and climb into. I also heard if you are not sure do no harm. Leave controls neutral. Off course if you don't know this you probably should not be flying in windy conditions.

[@fly8ma.comflighttraining199]

The amount of wind varies for each plane and how much power you are taxiing with, but in some very non-scientific experiments I've done around 10 knots direct tailwind the airflow reverses direction on the horizontal and elevator (the prop wash at idle is less powerful than the wind at that speed). Taxiing speed over the ground of course is also a factor... as for elevator neutral or up tailwheel vs trike...i do the same for both....doesn't hurt to keep the nose light unless the wind is whipping hard enough to pick the nose wheel off the ground or make it so light you start loosing traction on the nose wheel, in which case, relax the back pressure and taxi back to the hangar, it's too windy to go fly.

[@Matt-Adams]

Hey Jon I've got a question, i understand the concepts of quartering headwind crosswind corrections, the upwind aileron is raised to decrease the lifting action on the wing and the downwind aileron is lowered to increase the lifting action on that wing. This effectively counteracts the wind trying to push the nose downwind. I don't however, understand the concept of quartering tailwind crosswind correction since it is the opposite effect how does it make any sense to have the upwind aileron down. It seems this would increase the lifting action on that wing which would in turn aggravate the instability caused by the crosswind. If you could get back to me that would be great!

[@kms1088]

I am not a pilot but from logic and my understanding that is because the relative wind flow direction is opposite to how the elevator usually works. The wind blows over the elevator from aft to front in tailwind taxi, so pushing controls in (lowering elevator) makes the aft to front wind actually push it down.

[@AV8R_1]

Because the wind is coming from behind, (quartering tailwind) the wing isn’t generating lift, however as the wind hits the trailing edge of the aileron it wants to go over or under it. If the aileron is up (controls into the wind) the wind will go under, pushing up on the underside, and potentially lifting the wing. When the wind is coming from behind, you want the upwind aileron down. (Controls away from the wind). This forces the wind to go over the aileron and over the wing, affectively forcing the upwind wing down. Think of it like this. With a tail wind, your trailing edge becomes your leading edge. Normally, with the wind coming from the front, an “up” aileron will force the wing downward. But with the wind coming from behind, an “up” aileron will force the wing upward.

[@mytech6779]

I've always wondered which position to use when taxi speed meets or exceeds tailwind. (common around my area winds are under about 10 knots and variable most days) Dive-away when stopped then climb-into when moving into seems rational to me as that deals with the relative airflow. But then how do you judge the crossover point? Is 5-10kts even worth leaving the neutral yoke position?

[@thembg34]

Wow that's alot

[@thembg34]

I mean we get calm winds like 30 to 40% of the time

[@seanpoliseno1431]

Hey John, You have a dead spot in the audio at the 1:44 mark on this video