On most tailwheel-type airplanes, directional control while taxiing is facilitated by the use of a steerable tailwheel, which operates along with the rudder. The tailwheel steering mechanism remains engaged when the tailwheel is operated through an arc of about 30° each side of center. Beyond that limit, the tailwheel breaks free and becomes full swiveling. In full swivel mode, the airplane can be pivoted within its own length, if desired. While taxiing, the steerable tailwheel should be used for making normal turns and the pilot’s feet kept off the brake pedals to avoid unnecessary wear on the brakes.

When beginning to taxi, the brakes should be tested immediately for proper operation. This is done by first applying power to start the airplane moving slowly forward, then retarding the throttle and simultaneously applying pressure smoothly to both brakes. If braking action is unsatisfactory, the engine should be shut down immediately.

To turn the airplane on the ground, the pilot should apply rudder in the desired direction of turn and use whatever power or brake necessary to control the taxi speed. At very low taxi speeds, directional response is sluggish as surface friction acting on the tailwheel inhibits inputs through the steering springs. At normal taxi speeds, rudder inputs alone should be sufficient to start and stop most turns. During taxi, the AOA built in to the structure gives control placement added importance when compared to nose-wheel models.

When taxiing in a quartering headwind, the upwind wing can easily be lifted by gusting or strong winds unless ailerons are positioned to “kill” lift on that side (stick held into the wind). This is standard control positioning for both nose-wheel and tailwheel airplanes, so the difference lies only in the added tailwheel vulnerability created by the fuselage pitch attitude. At the same time, elevator should usually be held full back to add downward pressure to the tailwheel assembly and improve tailwheel steering response. However, in a strong quartering headwind a wing could lift, and the elevator may be held closer to neutral.

When taxiing with a quartering tailwind, this fuselage angle reduces the tendency of the wind to lift either wing. Nevertheless, the basic vulnerability to surface winds common to all tailwheel airplanes makes it essential to be aware of wind direction at all times, so holding the stick away from the crosswind is good practice (left aileron in a right quartering tailwind).

Elevator positioning in tailwinds is a bit more complex. Standard teaching tends to recommend full forward stick in any degree of tailwind, arguing that a tailwind striking the elevator when it is deflected full down increases downward pressure on the tailwheel assembly and increases directional control. Equally important, if the elevator were to remain deflected up, a strong tailwind can get under the control surface and lift the tail with unfortunate consequences for the propeller and engine.

While stick-forward positioning is essential in strong tailwinds, it is not likely to be an appropriate response when winds are light. The propeller wash in even lightly-powered airplanes is usually strong enough to overcome the effects of light tailwinds, producing a net headwind over the tail. This in turn suggests that back stick, not forward, does the most to help with directional control. If in doubt, it is best to sample the wind as you taxi and position the elevator where it will do the most good.