F
F
L
L
I
I
G
G
H
H
T
T
T
T
R
R
A
A
I
I
N
N
I
I
N
N
G
G
S
S
U
U
P
P
P
P
L
L
E
E
M
M
E
E
N
N
T
T
for SPORT
STAR
Light Sport Aircraft
Document No.: S2006FTSUS Revision: -
Date of Issue: 15/01/2006
Page:
72/130
4.7.7
Turning With The Nose Wheel Steering
After the airplane starts to taxi, control the direction of taxiing by rudder
control. The rudder control is connected with the nose wheel steering.
Another way to turn the airplane is by applying brakes in the direction of the
desired turn, however, it is not recommended to use the brakes
continuously. Rather than continuously riding the brakes to control the
speed of the airplane, it is better to apply brakes occasionally only. After
the airplane starts to move, gradually increase the rpm to between 2000 to
2500 rpm to achieve a taxi speed of walking.
Turn the throttle to maintain the desired speed of taxiing and maintain
direction while taxiing by the nose wheel steering. Greater deflection of the
rudder pedals is required while taxiing at slow speeds and smaller
deflections are required at higher speeds.
4.7.8
Turning With The Main Wheel Brakes
The pilot can use the main wheel brakes to reduce the taxiing speed or to
turn tighter (refer to the recommendations in the previous text ).
To execute a turn of the smallest possible radius, reduce the throttle lever
to idle or increased idle, fully deflect the rudder pedal in the desired
direction of turn (left pedal for a left turn), and apply the brake on the
corresponding wheel (left wheel for a left turn ). Then slowly increase rpm
(up to 3000 to 4000 rpm) until the airplane starts to turn. Then rpm
according to desired rate of turning.
Sudden and/or brisk deflections of the rudders may cause the airplane to
tip , skid or loose directional control.
4.7.9
Taxiing on Rough Terrain
When taxiing on a rough runway or over a irregularity on the surface (e.g. a
ditch between runways), then do it very slowly to so the landing gear or it’s
attachment doesn’t get damaged. Also if the airplane is allowed to tip, then
there is a chance of the wingtip striking the ground. Also, the tail may strike
the ground if the airplane is oscillated longitudinally.
The height and the shape of a bump in the ground will determine the best
way to taxi over it. The pilot’s familiarity with the bump is a factor as well in
determining the best way to taxi over it.
