And again we tear the veils from the secrets. But what are the secrets? Everything is transparent, honest, open. Today I will continue the series of educational programs with the topic of how pilots fly an airplane. Against the background of various so-called. "Chainikov" questions that I (and not only) ask, I would like to highlight the "problem of the left hand."

As you know, in the cockpit of a modern passenger liner there are two steering wheels, if we are talking about a traditional aircraft, or two sidesticks, if we are talking about Airbus or UAC products.

As a matter of fact, the below-quoted comment prompted me to sit down for this entry:

"Denis, do pilots have to be "ambidexters" in airplanes with joysticks? So it turns out that the captain needs to control with his left hand? Brrr."

Remarque - side sticks for aircraft control English language are called sidesticks, but in everyday life, of course, they got the nickname "joystick". If you don't mind, I will also call it a joystick.

Here they are in the cockpit of the A320, left and right (photo taken from the Internet)

And here he is in the Superjet. On the left is the same.

But I will not just take and answer this question. As usual, I will allow myself to rant, and I will come from afar.

If you want to take a shortcut and don't want to read the rudimentary stuff about aircraft handling and the differences between Boeing and Airbus, you can simply scroll down to the last part.

Many passengers have an opinion that the Commander always pilots. This is not true, because the likelihood that today you will be driven through air pockets the co-pilot is very high, about 50%, and in no case should it be neglected.

Let's consider the above as a clumsy attempt at a joke, but even there was some truth in it, namely, a 50% probability. Usually pilots divide flights in half. Yes, there are PICs who prefer to perform most of the flights themselves using the autopilot for all its 100%, but there are also those who out of three flights give at least two to their co-pilots.

(I refer to the latter)

Therefore, on average, those same 50% come out. Both pilots should be able to do this, but only the commander has the main responsibility for everything that happens, and therefore he receives a higher salary than the co-pilot (although options are possible in Western companies with their seniority system).

So, in order for both pilots to have more or less equal opportunities for piloting the aircraft, they are given a steering wheel / joystick in their hands and pedals in their legs and a throat microphone on their neck

Pedals both here and there perform the same functions - pilot footrests, they also control the rudder, which is located on the keel of the aircraft. If the left pedal is rejected in flight (namely, move it forward, while the right pedal moves back by an equal value), then the aircraft will begin to turn its nose to the left and at the same time roll to the left. This should be done with extreme caution, because. when the aircraft is steered along the course with the help of pedals, slip occurs on the wing external to the turn. With sudden movements, it can be large, which is fraught with a loss of speed and even stalling, and the load on the keel is completely excessive! Pilots use the pedals in flight only to deal with crosswinds during takeoffs and landings, as well as in some emergency situations.

When the aircraft is moving on the ground by pressing the pedals (now we are talking about pressing the pedal like it is done on cars where the pedals are attached to the floor), the pilot brakes the wheels. Pressing the left pedal will apply the brakes on the left main landing gear, pressing the right pedal will apply the brakes on the right. Of course, you can press both at the same time.

And at the end of the conversation about the pedals - on most aircraft they are also used to control the rotation of the wheels of the front landing gear. True, most often at a small angle - such that it will be sufficient to correct deviations during takeoff or braking on the runway, if the aircraft is moving at insufficient speed, at which the rudder is not yet effective.

Using the yoke or joystick, the pilot can raise or lower the nose of the aircraft (increase or decrease the pitch, if smart), create a roll to the left or right, or both at the same time. Simultaneously with the introduction of the aircraft into a roll, he, according to the laws of aerodynamics, begins to change course in the direction of the roll, and does this smoothly and comfortably for passengers.

(On small slow aircraft with very unswept wings, to perform a coordinated turn - that is, when flying in a bank without slipping onto any wing - you have to help yourself with a pedal, hence the word "pedal" became common, which the pilot replaces the word "fly")

There is a certain difference between the control methods of "traditional aircraft" and modern ones - airbuses and superjets. On the latter, the pilot controls the aircraft through a sieve of computer laws, which puts the final point in determining exactly how much and how quickly the pilot wants to change the parameters of the aircraft's movement in space. And according to special laws, he either obeys the timid desire of the pilot, or does not allow the especially brave to perform a barrel roll or other aerobatics.

At the same time, by deflecting the joystick, the pilot sets the roll and pitch with which he wants to fly, after which he can stop playing, and the plane will fly with these angles, and the joystick itself will stick out neutrally.

On traditional aircraft, the degree of influence of the computer on the decisions of the pilots is not so pronounced, so if desired, the pilot of a B737 or even a huge 747 can try to perform a combat turn or at least a roll. True, this is a very, very stupid idea, even more idiotic than drifting on a KAMAZ truck engaged in logging.

Maneuvering such aircraft is still an art that takes some time to master, because. the desired parameters (roll, pitch) during the maneuver, the pilot has to maintain himself and corrective actions have to be done constantly. In a turbulent atmosphere, plus even when the engine operation mode is changed, the aircraft tends to show the pilot the “tongue”, dodge and get away from the desired parameters ... and if the pilot does not nip this in the bud, then he will again have to collect the arrows in a heap.

Experienced pilots develop a special sense, called the "feeling of the plane s @ sing", which will allow you to synchronize the perturbed movement of the aircraft and your reaction to it almost in real time.

Of course, there are certain defenses on the 737, for example, they will fight to the last, if the pilot suddenly wants to throw the plane into a tailspin - turn on the alarm, shake the helm, release the slats, deflect the stabilizer into a dive, increase the load to take the helm "on yourself" , if the pilot is completely dumbfounded and continues to try to bring down the plane.

But this is far from the protection that the domestic Superjet provides. It is precisely designed for idiots in the cockpit, because. only idiots can create a situation in which one pedal is fully deflected, say to the left, and the joystick is fully to the right. The superjet does not cause any worries like this, I remind you that he himself decides how and how much to deflect the control surfaces, and adds thrust to the engines if it gets really bad, and if I want to get so excited on the B737, then I will have to try hard to keep the plane at least would not go down.

Between the two polar "philosophies" there is one more - modern concept Boeing, implemented on the B777 and B787. The pilot controls the aircraft with the yoke, but only through a computer, which helps the pilot through foolproofing and minor annoyances, similar to those implemented on airbuses.

But with all this, Boeing did not want to go all the way, that is, to introduce piloting on the principle of "constantly maintaining a given roll and pitch", so the pilot still has to control the parameters during the maneuvering process, although this will be easier to do than on the B737.

The future, of course, belongs to the "fly-by-wire" concept (fly-by-wire), in which the controls are not mechanically connected to the steering surfaces, all input signals are processed by a computer and the output receives the value that best suits the conditions of the task. This allows you to implement protection against everything and everything at a completely different level than it was done on aircraft of past generations.

In any case, the automatic assistant still complements the pilot, but does not replace him. Cuts corners, but doesn't break new ground.

So, let's sum up the intermediate result. Feet on the pedals hand joystick, arms at the helm.

It turns out that the pilot of the airbus has one hand not involved?

Of course, this is not true! After all, he can hold a spoon with her, because the main advantage of this aircraft is that it has a retractable table! Just imagine how romantic it is - you fly yourself, steer with one hand, and lazily stir the cooling coffee with your left!

Ok, let this be my second clumsy joke, although, again, there is some truth to this attempt at humor. So, gentlemen, in the very first sentence of this part of the record, I wrote not quite the truth, and it concerned ... the steering wheel.

If I fly the plane manually, for example, when landing, then even on my two-handed steering wheel there will be only ONE hand. If I am the Co-Pilot and occupy the right seat, then this will be the right hand, and if I am the Captain in the left seat, then the hand LEFT.

With the remaining limb, I will control the thrust of the engine through the levers that are located on the console between the pilots. There are two of them in my plane, and four in the B747 - according to the number of engines available.

As for the pilot of the A320, I didn’t sting very much about the spoon, because. theoretically this is quite possible (and probably someone has even already tried it). The thing is that on my B737 we usually turn off the automatics that regulate the thrust of the engines to maintain a given speed if we fly manually. So strongly recommend the docs.

And on aircraft like A320, B777, Superjet, the autothrottle is usually always on, regardless of whether the autopilot controls the aircraft or a person through cunning computers. It controls the speed, and the computer, through the deflection of the rudders, controls the effects of a change in thrust on the aircraft.

Moreover, the Frogs invented their own philosophy, which to this day is a fundamental difference from the philosophy of the rest of the world - with automatic traction control, the engine control levers on the Airbus are in place, while on 737, 777, 787, other aircraft, including the aforementioned Superjet, which in all other respects professes the philosophy of the French - they have feedback, that is, they move during operation of the automation, allowing the pilot elevated level control. The pilot can always "add" or "hold back a little" if he considers it necessary for some reason (this is often required on the B737).

But in any case, the Airbus pilot will keep his hand on the engine control levers on approach to perform one of two simple actions - either initiate a go-around (putting them forward), or before touching, put them back, under the helpful prompt "RETARD, RETARD !" spoken by the electronic assistant.

NOW GO TO THE ANSWER

That is, both the A320 pilot and the B737 pilot, sitting in the left seat, will control the aircraft with their LEFT hand.

So should he or shouldn't he be an ambidexter (a person who is equally good with both hands)?

Answer: don't.

How not to be an ambidexter in everyday driving. No, I understand, of course, that the left hand is made for mobile phone, and with the right one you can turn the steering wheel and turn the poker (and even turn on the turn signals), but such Caesars belong in the circus, and not on the road.

A person gets used to everything. It's only difficult at first. Then comes the motor skill and the person performs the necessary movements with little or no involvement of any brain effort.

Without exception, all co-pilots in their training as commanders go through a period of "accustoming", which does not consist only in training the left hand. Exactly the same problems arise with the right one - after all, you have to do a lot of actions in a mirror! And the ores are now on the right, and the autopilot control panel is there. And, believe me, out of habit from this angle, it looks completely different!

I've been through this too, several times in my career, and it started back in flight school. In the notch, you fly most of the flights in the left seat and only a small part in the right, then you fly on the left again ... and you come to the airline, they put you on the right cup.

In my company, for a long time, the induction program for captains included only two training sessions. Now she occupies five sessions of four hours, and I am very pleased with this achievement - just good time so that the pilot is more or less comfortable in the left seat and does not try to reach his left ear with his right hand. So the pilot approaches linear training with certain skills.

In any case, even in the very first flights, the skills gained in flying from a different seat are enough to control the aircraft by changing hands to opposite ones. There is discomfort, increased work stress, but you are able to fly the plane. This discomfort goes to zero as you fly, gain skills, and then there comes a moment when you think that it is more convenient to steer the plane with your left hand, and control the engine with your right hand.

After I flew as a Captain for half a year, they decided to give me permission to fly from the right seat (there is such a practice - to fly with two captains, but one plays the role of a co-pilot). And then I again felt the inconvenience of transplanting and changing hands. Perhaps even more inconvenient than when changing to the left seat, and I do not know how to justify this. But still, the skills available were enough to confidently perform any necessary maneuver, even if it caused discomfort.

This happened already in 2007, and over the years I have changed from one seat to another so often (both as a "co-pilot" and as an instructor) that today I feel absolutely no discomfort in piloting left / right.

But sometimes my hands get confused in a seemingly simple operation - move the chair forward, because. the lever responsible for moving the chair is again mirrored on both chairs.

Another veil, hopefully lifted.

If you are interested in my series "educational program", then you can always open it by the tag of the same name.

And if you are interested in learning something new from this series, which I have not written about yet, please, give me an idea! If she understands for a separate article, then I will look for time to write it!

Fly safe!

An aircraft is a heavier-than-air aircraft. This means that certain conditions are needed for its flight, a combination of precisely calculated factors. The flight of an aircraft is the result of the lift force that occurs when air flows towards the wing. It is turned at a precisely calculated angle and has an aerodynamic shape, due to which, at a certain speed, it begins to rise upwards, as the pilots say, “gets up in the air”.

The engines accelerate the aircraft and maintain its speed. Jets push the plane forward due to the combustion of kerosene and the flow of gases escaping from the nozzle with great force. Screw engines "pull" the plane behind them.

The wing of modern aircraft is a static structure and cannot generate lift on its own. The ability to lift a multi-ton machine into the air occurs only after forward movement (acceleration) aircraft using a power plant. In this case, the wing, set at an acute angle to the direction of the air flow, creates a different pressure: it will be less above the iron plate, and more below the product. It is the pressure difference that leads to the emergence of an aerodynamic force that contributes to the climb.

Aircraft lift consists of the following factors:

1. Angle of attack
2. Asymmetric wing profile

The inclination of a metal plate (wing) to the air flow is commonly called the angle of attack. Usually, when the aircraft is lifting, the mentioned value does not exceed 3-5 °, which is sufficient for the take-off of most aircraft models. The fact is that the design of the wings has undergone major changes since the creation of the first aircraft and today it is an asymmetric profile with a more convex top sheet of metal. The bottom sheet of the product is characterized by a flat surface for an almost unhindered passage of air flows.

Interesting:

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Schematically, the process of the formation of lift looks like this: the upper streams of air need to travel a longer distance (due to the convex shape of the wing) than the lower ones, while the amount of air behind the plate should remain the same. As a result, the upper jets will move faster, creating a region of low pressure according to the Bernoulli equation. Directly the difference in pressure above and below the wing, coupled with the operation of the engines, helps the aircraft gain the required height. It should be remembered that the value of the angle of attack should not exceed the critical mark, otherwise the lifting force will drop.

Wings and engines are not enough for a controlled, safe and comfortable flight. The plane needs to be controlled, and control accuracy is most needed during landing. Pilots call landing a controlled fall - the speed of the aircraft is reduced so that it begins to lose altitude. At a certain speed, this fall can be very smooth, resulting in a soft touch of the landing gear wheels on the strip.

Flying an airplane is completely different from driving a car. The pilot's yoke is designed to tilt up and down and create a roll. “To yourself” is a climb. “From oneself” is a decrease, a dive. In order to turn, change course, you need to press one of the pedals and use the steering wheel to tilt the plane in the direction of the turn ... By the way, in the language of pilots, this is called a “turn” or “turn”.

For turning and stabilizing the flight, a vertical keel is located in the tail of the aircraft. And the small “wings” below and above it are horizontal stabilizers that do not allow the huge machine to rise and fall uncontrollably. On the stabilizers for control there are movable planes - elevators.

Interesting:

Why does a magnet attract? Description, photo and video

To control the engines, there are levers between the pilots' seats - during takeoff they are transferred completely forward, to maximum thrust, this is the takeoff mode necessary to gain takeoff speed. When landing, the levers are retracted completely back - in the minimum thrust mode.

Many passengers watch with interest as the back of the huge wing suddenly drops down before landing. These are flaps, the “mechanization” of the wing, which performs several tasks. When descending, fully extended mechanization slows down the aircraft in order to prevent it from accelerating too much. When landing, when the speed is very low, the flaps create additional lift for a smooth loss of height. During takeoff, they help the main wing keep the car in the air.

What not to be afraid of in flight?

There are several moments of flight that can scare a passenger - these are turbulences, passing through clouds and clearly visible vibrations of the wing panels. But this is not dangerous at all - the design of the aircraft is designed for huge loads, much more than those that occur during “chatter”. The shaking of the consoles should be taken calmly - this is an acceptable design flexibility, and flying in the clouds is provided by instruments.

Man has always dreamed of flying in the sky. Remember the story of Icarus and his son? This, of course, is just a myth and we will never know how it really happened, but this story fully reveals the thirst to soar in the sky. The first attempts to fly into the sky were made with the help of a huge, which is now more of a means for romantic walks in the sky, then an airship appeared, and with it planes and helicopters later appear. Now it is almost no news or something unusual for anyone that you can fly in 3 hours by plane to another continent. But how does it happen? Why do planes fly and don't crash?

The explanation from a physical point of view is quite simple, but it is more difficult to implement it in practice.

For many years, various experiments were carried out to create a flying machine, many prototypes were created. But to understand why airplanes fly, it is enough to know Newton's second law and be able to reproduce it in practice. Now people, or rather engineers and scientists, are already trying to create a machine that would fly at colossal speeds, several times higher than the speed of sound. That is, the question is no longer how airplanes fly, but how to make them fly faster.

Two things for an airplane to take off are powerful engines and proper wing design.

The engines create tremendous thrust that pushes forward. But this is not enough, because you also need to go up, and in this situation it turns out that so far we can only accelerate along the surface to great speed. The next important point is the shape of the wings and the body of the aircraft itself. It is they who create the uplifting force. The wings are made in such a way that the air below them becomes slower than above them, and as a result, it turns out that the air from below pushes the body up, and the air above the wing is unable to resist this effect when the aircraft reaches a certain speed. This phenomenon is called lift in physics, and to understand this in more detail, you need to have a little knowledge of aerodynamics and other related laws. But to understand why airplanes fly, this knowledge is enough.

Landing and takeoff - what is needed for this car?

An airplane needs a huge runway, or rather - a long runway. This is due to the fact that he first needs to gain a certain speed for takeoff. In order for the lifting force to begin to act, it is necessary to accelerate the aircraft to such a speed that the air from below the wings begins to lift the structure up. The question of why planes fly low concerns precisely this part when the car is taking off or landing. A low start makes it possible for the plane to rise very high into the sky, and we often see this in clear weather - scheduled planes, leaving a white trail behind them, move people from one point to another much faster than can be done with land transport or sea.

Aircraft fuel

Also interested in why planes fly on kerosene. Yes, basically it is, but the fact is that some types of equipment use the usual gasoline and even diesel fuel as fuel.

But what is the advantage of kerosene? There are several of them.

The first, perhaps, can be called its cost. It is much cheaper than gasoline. The second reason can be called its lightness, in comparison with the same gasoline. Also, kerosene tends to burn, so to speak, smoothly. In cars - cars or trucks - we need the ability to abruptly turn on and off the engine when the aircraft is designed to start it and constantly keep the turbines moving at a given speed for a long time, in terms of passenger aircraft. Light-engine aircraft, which is not designed to transport huge cargoes, but for the most part is associated with the military industry, with agriculture, etc. (such a car can only accommodate up to two people), is small and maneuverable, and therefore gasoline is suitable for this area. Its explosive combustion is suitable for the type of turbines that are installed in light aircraft.

Helicopter - a competitor or a friend of the aircraft?

An interesting invention of mankind associated with moving to airspace- helicopter. He has the main advantage over the aircraft - vertical takeoff and landing. It does not require a huge space for acceleration, and why do planes fly only from seats equipped for this purpose? That's right, you need a sufficiently long and smooth surface. Otherwise, the outcome of the landing somewhere in the field may become fraught with the destruction of the machine, and even worse - human casualties. A helicopter landing can be made on the roof of a building, which is adapted, in a stadium, etc. This function is not available for an airplane, although designers are already working to combine power with vertical takeoff.

Each flight starts from the moment the engine is started and ends when the aircraft engine is turned off on the ground. Thus, taxiing (Exercise 4 according to the Canadian CUL) is as much an element of flight as climbing or landing. And, I must say, the element is not at all simple, as it seems at first glance. What is so difficult about it? Difficult, in principle, nothing. Provided that you get rid of the stereotype of a car enthusiast. This is the hardest part! :)

So, let's consider how the planes small aviation managed on the ground. Basically, there are only two options. The first of these is a steerable "leg" of the landing gear, actuated by the rudder pedals. The rudder plane itself has only a slight aerodynamic effect on the direction of movement, because the oncoming flow is still too weak or absent altogether. However, the tail of the aircraft continues to “wag” when taxiing when the pilot is using the pedals. In addition, blowing the rudder with the propeller still provides some assistance in the direction of the turn.

The main turning moment is created by the nose (or controlled tail) strut. This is how the control is done on all popular Cessnas (150, 152, 172, 182) and on many other aircraft.

It should be noted that when the nose gear of these aircraft is completely unloaded (which usually happens during takeoff), the control of the foot stops automatically, and the pedals from that moment only affect the rudder, which by this moment is already quite efficient aerodynamically.

The second scheme for controlling the aircraft on the ground is simpler and probably cheaper, but requires more pilot skill. This is the so-called "self-orienting nose strut", which itself, like the free wheels of a shopping cart in a supermarket, turns after the turning aircraft. But what makes the plane turn? Basically, the use of separate braking. By pressing the brake on only one wheel and adding thrust to the engine, you can make the plane rotate around a stationary wheel. Sounds very simple, right? You'll remember this simplicity again when you're taxiing through tight spaces between parked planes, trying to keep the plane on the yellow center line.

On the Russian Yak-18T and Yak-52, the situation is further complicated by the fact that the brakes are located not at the ends of the rudder pedals, but on the steering column. When the pedals are in the neutral position, the brake acts on both wheels. However, if you press only one of the pedals, a special bypass valve will send more pressure to the wheel brake from that pedal, and the plane will begin to turn in the desired direction. The only problem is that because of the self-orienting strut, this turn will not stop by itself, even when you release the brake on the helm. You will have to stop the turn with a strong opposite movement of the pedals while simultaneously pressing the brake trigger again. Believe me, this is a very difficult skill. Instructors joke that these planes are harder to steer than to fly. It's not entirely true, but "every joke has its share of a joke." If the opposite pedaling is done too late, the plane will not stop turning in time and you will definitely go off the axis. Accordingly, it is necessary to develop the skill of some foresight in order to apply timely corrections. It is always necessary to steer at a low speed, so that in the event of an error or slippery surface it is possible to completely stop the aircraft, and then slowly, almost rotating in place and holding the aircraft with the opposite “foot”, use significant engine thrust and return the aircraft to the axis of the taxiway.

It's time to remember about the "car enthusiast stereotype" mentioned above, with which you have to fight. Basically, it lies in the fact that the aircraft on the ground is steered with FEET, and it is useless to turn the steering wheel left and right. You may even be shocked at the "loss of control" when you turn the yoke all the way to try to stop the turn, but it will have absolutely no effect on the aircraft. Which is not surprising. Roll with your feet! By the way, if you have ever swum in a kayak, then you already have the right skill: a kayak is very close to an airplane, in fact. Dural frame construction and pedal control.

In addition, when taxiing on an aircraft with a self-orienting strut, you will be unpleasantly surprised by the lack of a rigid connection between the “rudder” and the “road”. The plane, as it were, dangles, as it wants, now to the left, then to the right, and you catch it, wildly and awkwardly kicking your legs. Nothing, over time your movements will become economical and sufficient to keep it “within reasonable deviations” from the axial. Usually, mastering this skill takes at least 10 sorties (when you taxi to the start and taxi back). Be prepared for the fact that this skill degrades in the event of long breaks in flights in the same way as other flying skills.

There are a few important points that need to be especially considered when taxiing.

About the first of which I have already mentioned is speed. The well-known rule says that "it is necessary to steer at a speed no greater than the speed of a fast walking person." This provides the ability to quickly stop in case of any surprises: derailment, obstacles, unexpected slip on bare ice in a turn or under the influence of a gust of wind, etc. Think also about the possible damage that a taxiing aircraft can cause to another aircraft if you make a mistake. The lower the collision speed, the less damage.

To control speed, we have traction and brakes. Both should be used to a sufficient extent, in a timely manner, but carefully. To move the plane from a place (especially uphill, especially on the ground or snow), you need significantly more thrust. But mindlessly pushing the takeoff mode to a “stationary” aircraft is not the best solution. If it doesn't move, it's possible that it's tethered, hasn't been released from the parking brake, or you haven't removed the chocks from under the wheels.

As soon as the plane rolled, the thrust must be immediately cleaned up. Often a small throttle is sufficient for rectilinear motion. At the same time, in corners, it is sometimes necessary to increase the mode a little, especially if the brakes are used for steering. But stops and sharp turns must be foreseen in advance and set to low gas in advance. Otherwise, you will have to actively and often use the brakes. Hot brakes lose their effectiveness, and you won't like it at all in the event of a rejected takeoff. In addition, in winter, snow sometimes gets on heated brakes and melts quickly. As it cools, the water turns back into ice and tightly blocks the brakes. standing plane. Moreover, often only one of the brakes, therefore, starting taxiing for the next departure, you can execute a very dangerous "compass" right on the parking lot.

During taxiing, in no case should you “fight the brakes with the engine” - this is a gross mistake. Before driving, place your heels on the floor and fully release the brakes. If you want to slow down or stop, set the throttle to low and apply the brakes.

The use of a brake (one of the wheels!) Together with engine thrust is only permissible when making small radius turns. If the turn is very sharp, then the pedal / lever must be periodically loosened, which allows the braked wheel to turn a little. This significantly reduces rubber wear and dangerous torsional loads on the landing gear. Round-the-wheel turns, such as at the end of a runway, should generally be avoided. In this case, it is necessary to use the entire width of the lane to increase the turning radius: start turning from its very edge and finish on the other side of the center line. Then, of course, you will have to "stretch" a few meters to align the plane on the take-off course.

Second, what needs to be taken as a rule is taxiing strictly along the yellow center line. The yellow line is drawn on the asphalt in order to provide the maximum distance between your wings and obstacles. Fight the urge to "cut the corner" like in a supermarket parking lot.

Third moment again it concerns the stereotype of the motorist, which can do you a very disservice. You need to realize that you are not riding in the cockpit like a frog in a box. You are a big bird! Remember the wings. These are YOUR wings, they are big, fragile, and you don't want to catch anything with them. Get used to the fact that your dimensions are not limited to the cabin at all. You are much more! At least wider. Turn your head, be glad that you are not in the cockpit of the liner, from where the wings are visible only if you lean out the window and look back.

When performing turns in a limited space, in addition to the wings, you must also remember about the tail. It describes a wide arc behind you, and there is every chance of "getting" it to the wing of an airplane parked nearby. If you are not sure about the safety of the turn, then it is better to turn off the engine and roll the plane into the parking lot manually. So it will be cheaper.

Well fourth moment, which at first will be very difficult for you to pay attention to, but nevertheless you will have to, since it is an integral part of the flight exam. This important point (rather traditional for aviation) is wind accounting. But his technique is specific, since in this case it is performed on the ground.

Before you start taxiing, you should get the direction of the wind from the controller or ATIS (in extreme cases, look at the "sorcerer" of the airfield). Further, in the process of taxiing, you should always set the ailerons and elevator (read "turn and move the yoke") in a position to reduce the effect of wind on the aircraft. The wind, as you know, even on the ground tends to deploy and even turn the plane over. This is especially dangerous when it blows from the side, simultaneously affecting both the rudder and fuselage (having a fairly large area and creating a weather vane effect), and the wings, creating more lift on one of them than on the other. It is impossible to completely eliminate these effects, but you need to try to reduce their influence. To do this, depending on which side the wind is blowing from, you need to set the steering wheel to the following positions:

1. If the wind is blowing from the front, then you need to take the helm and turn it all the way in the direction of the wind. This will make it easier to taxi in a strut aircraft and reduce lift on the windward wing.
2. If the wind is blowing from behind, then the steering wheel must be placed in the “away from the wind” position, that is, fully retracted from oneself and turned all the way in the direction opposite to that from which the wind is blowing. Say, if the wind is from the right-behind, then the steering wheel must be turned to the left and given forward.

This illustration, specific to the POH Cessna 150/172, shows the correct position of the rudders for wind correction while taxiing. note that ailerons are always set to the extreme position(for maximum effect), but the elevator is not, because if the wind is in front, then it is advisable to take the helm only to unload the self-orienting rack. The steering rack needs only to be slightly unloaded, that is, to select the steering wheel only a little, or even leave it in a neutral position. But if the wind is behind, then the elevator is also placed in the extreme position (the steering wheel is completely away from you).