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Ground Operations
Copyright © The Boeing Company. See title page for details.
2.6 FCT 767 (TM)
Tiller/Rudder Pedal Steering
The captain's and first officer's (if installed) positions are equipped with a tiller
steering control. The tiller is used to turn the nosewheel through the full range of
travel at low taxi speeds. Maintain a positive pressure on the tiller at all times
during a turn to prevent the nose wheel from abruptly returning to center. Rudder
pedal steering turns the nose wheel through a limited range of travel. Straight
ahead steering and large radius turns may be accomplished with rudder pedal
steering.
If nose wheel “scrubbing” occurs while turning, reduce steering angle and/or taxi
speed. Avoid stopping the airplane in a turn as excessive thrust is required to start
taxiing again.
Differential thrust may be required at high weights during tight turns. This should
only be used as required to maintain the desired speed in the turn. After
completing a turn, center the nose wheel and allow the airplane to roll straight
ahead. This relieves stresses in the main and nose gear structure prior to stopping.
Turning Radius and Gear Tracking
During all turning maneuvers, crews should be aware of their position relative to
nose and main landing gear. Pilot seat position forward of the nose wheel and main
gear is depicted in the tables in this chapter.
As the following diagram illustrates, while the airplane is turning, the main gear
tracks inside the nose gear. The smaller the radius of the turn, the greater the
distance that the main gear tracks inside the nose gear and the greater the need to
steer the nose gear outside of the taxi path (oversteer).
October 31, 2004
767 Flight Crew Training Manual
Ground Operations
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 2.7
Visual Cues and Techniques for Turning while Taxiing
The following visual cues assume the pilot’s seat is adjusted for proper eye
position. The following techniques also assume a typical taxiway width. Since
there are many combinations of turn angles, taxiway widths, fillet sizes and
taxiway surface conditions, pilot judgment must dictate the point of turn initiation
and the amount of nose wheel tiller required for each turn. Except for turns less
than approximately 30°, speed should be 10 knots or less prior to turn entry. For
all turns, keep in mind the main gear are located behind the nose wheels, which
causes them to track inside the nose wheels during turns. The pilot position
forward of the nose wheel and main gear is depicted in the table below.
Model Pilot Seat Position
(forward of nose gear)
feet (meters)
Pilot Seat Position
(forward of main gear)
feet (meters)
767 - 200 7.5 (2.3) 72 (22)
767 - 300 7.5 (2.3) 82 (25)
767 - 400 7.5 (2.3) 93 (28.4)
Main gear tracks
(near centerline)
Nose gear track
October 31, 2004
767 Flight Crew Training Manual
Ground Operations
Copyright © The Boeing Company. See title page for details.
2.8 FCT 767 (TM)
Turns less than 90 degrees
Use a technique similar to other large airplanes: steer the nose wheels far enough
beyond the centerline of the turn to keep the main gear close to the centerline.
Turns of 90 degrees or more
Initiate the turn as the intersecting taxiway centerline (or intended exit point)
approaches the aft edge of the number 2 window. Initially use approximately full
nose wheel steering tiller displacement. Adjust the tiller input as the airplane turns
to keep the nose wheels outside of the taxiway centerline, near the outside radius
of the turn. Nearing turn completion, when the main gear are clear of the inside
radius, gradually release the tiller input as the airplane lines up with the
intersecting taxiway centerline or intended taxi path.
Turns of 180 Degrees
If the available taxi surface is narrow, coordination with ATC and ground support
personnel may be required to complete the operation safely. Reference special
aerodrome operating instructions, if available. In some cases (e.g. heavy weight,
pilot uncertainty of runway and/or taxiway pavement edge locations and related
safety margins, nearby construction, vehicles, potential FOD damage, etc.),
towing the airplane to the desired location may be the safest option.
If a minimum radius 180° turn is necessary, consider using the ground crew to
monitor the wheel path and provide relevant information as the turn progresses.
The ground crew should be warned of the risk associated with jet blast and
position themselves to avoid the hazard. Also ensure that obstacle clearance
　
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