Thrust Use
Thrust use during ground operation demands sound judgment and technique. Even at relatively low thrust the air blast effects from the large, high bypass engines can be destructive and cause injury. Airplane response to thrust lever movement is slow, particularly at high gross weights. Engine noise level in the flight deck is low and not indicative of thrust output. Idle thrust is adequate for taxiing under most conditions. A slightly higher thrust setting is required to begin taxiing. Allow time for airplane response before increasing thrust further.
Excess thrust while taxiing may cause foreign objects to deflect into the lower aft fuselage, stabilizer, or elevators, especially when the engines are over an unimproved surface. Runups and taxi operations should only be conducted over well maintained paved surfaces and runways.

Taxi Speed and Braking
To begin taxi, release brakes, smoothly increase thrust to minimum required for the airplane to roll forward, then reduce thrust to idle. A turn should not be started until sufficient forward speed has been attained to carry the airplane through the turn at idle thrust.
The airplane may appear to be moving slower than it actually is due to the flight deck height above the ground. Consequently, the tendency may be to taxi faster than desired. This is especially true during runway turnoff after landing. The ground speed display on the flight instruments may be used to determine actual taxi speed. The appropriate taxi speed depends on turn radius and surface condition.
Taxi speed should be closely monitored during taxi out, particularly when the active runway is some distance from the departure gate. Normal taxi speed is approximately 20 knots, adjusted for conditions. On long straight taxi routes, speeds up to 30 knots are acceptable, however at speeds greater than 20 knots use caution when using the nose wheel steering tiller to avoid overcontrolling the nose wheels. When approaching a turn, speed should be slowed to an appropriate speed for conditions. On a dry surface, use approximately 10 knots.
Note: High taxi speed combined with heavy gross weight and a long taxi distance can result in tire sidewall overheating.
When the airplane is equipped with steel brakes, avoid prolonged brake application to control taxi speed as this causes high brake temperatures and increased wear of brakes. If taxi speed is too high, reduce speed with a steady brake application and then release the brakes to allow them to cool. Braking to approximately 10 knots and subsequent release of the brakes results in less heat build-up in the tires and brakes than when the brakes are constantly applied.
Under normal conditions, differential braking and braking while turning should be avoided. Allow for decreased braking effectiveness on slippery surfaces.
Avoid following other aircraft too closely. Jet blast is a major cause of foreign object damage.
Note: During taxi, the use of reverse thrust above reverse idle is not
recommended due to the possibility of foreign object damage and/or
engine surge. Idle reverse thrust may be necessary on slippery surfaces to
control speed while taxiing.
Carbon Brake Life
Brake wear is primarily dependent upon the number of brake applications. For example, one firm brake application causes less wear than several light applications. Continuous light applications of the brakes to keep the airplane from accelerating over a long period of time (riding the brakes) to maintain a constant taxi speed produces more wear than proper brake application.
During taxi, proper braking should involve a steady application of the brakes to decelerate the airplane. Release the brakes as lower speed is achieved. After the airplane accelerates, repeat the braking sequence.

Antiskid Inoperative
With antiskid inoperative, tire damage or blowouts can occur if moderate to heavy braking is used. With this condition, it is recommended that taxi speed be adjusted to allow for very light braking.

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.
　
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