Wind Correction During Taxi: The “Forgotten” Crosswind Skill
- wifiCFI
- Jan 2
- 4 min read
Most pilots think of wind correction as something you do on takeoff and landing. But a surprising number of hangar rash stories, blown centerlines, and “why is this thing trying to turn?” moments start on the ground.
Taxiing is where the wind gets sneaky: you’re slow, close to obstacles, often distracted by checklists/clearances, and the airplane’s control surfaces are still very much alive in the airflow. Done right, wind correction during taxi is simple, mechanical, and becomes automatic—like turning on a blinker.
This post is a pilot-focused, practical guide to making that happen.
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Why wind correction matters on the ground
Three things are working against you while taxiing in wind:
Weathervaning: The airplane wants to point its nose into the wind, especially with a big vertical tail. That can pull you off the centerline or into a turn you didn’t plan.
Wing lift and unloading: Even at taxi speeds, gusts can create meaningful lift—especially on high-wing aircraft. A sudden gust can lighten a wheel, reduce tire grip, and make steering/braking less effective.
Control surface “sailing”: Ailerons and elevators can act like little sails. If they’re positioned wrong, the wind can help lift a wing or help push you around.
Your goal on the ground is not “perfect aerodynamic elegance.” It’s keeping the airplane planted and predictable.
The rule of thumb (the one you should actually use)
Think in terms of what you want the wind to do to the airplane:
Keep the upwind wing DOWN
Keep the tail/nose from being lifted by wind
Reduce the airplane’s urge to weathervane
A classic memory aid that works:
“Climb into the wind” (ailerons into the wind with a headwind component)
“Dive away from the wind” (ailerons away from the wind with a tailwind component)
And for the elevator:
Headwind: generally neutral to aft (more aft as wind increases—especially tailwheel)
Tailwind: generally forward (again, more forward as wind increases)
(Always prioritize your POH/flight school technique, and get specific guidance for your aircraft type—tailwheel technique in particular.)
Control positioning by wind direction (quick guide)
Assume the wind is coming from your left:
1) Direct headwind
Ailerons: neutral to slightly into wind
Elevator: neutral to aft as needed
2) Quartering headwind (from left/front)
Ailerons: into the wind (yoke/stick left)
Elevator: neutral to slightly aft
3) Quartering tailwind (from left/rear)
Ailerons: away from the wind (yoke/stick right)
Elevator: forward
If the wind is from the right, just mirror everything.
Practical tip: Start with the “correct” input when you begin rolling, then increase the deflection as the wind increases (or as gusts hit). Don’t be shy about full aileron in strong gusts—it’s common and often appropriate.
Taxi technique that makes wind correction work
Keep taxi speed boringly slow
Wind problems scale quickly with speed changes. The best crosswind taxi technique is:
Idle or near-idle power
Brake to control speed (not power surges)
Walk-speed on ramps and near hangars
If you’re thinking “I could make this turn without braking,” you might already be too fast on a windy day.
Use the controls continuously, not once
Wind direction changes as you:
turn onto different taxiways,
pass hangars (wind shadows and rotor),
enter open ramp areas,
get hit by gust fronts.
Make wind correction a scan item: Wind → Controls → Speed → Clearance
Anticipate weathervaning in turns
Turning downwind often feels “too easy” (the airplane wants to keep turning).Turning into the wind may feel like it needs more steering/brake.
Plan turns early, slow down before them, and don’t be afraid to use differential braking smoothly if needed.
Tailwheel vs tricycle gear: what changes?
Tailwheel airplanes
Tend to be more sensitive to weathervaning.
Often use more aggressive elevator positioning:
Headwind: stick/yoke aft (keeps tail down, helps directional control)
Tailwind: stick/yoke forward (reduces wind lifting the tail/elevator effects)
Directional control is the whole game—wind correction during taxi is not optional.
Tricycle gear airplanes
Usually feel more “stable,” which can lull you into under-controlling.
Still need aileron correction—especially high-wing trainers.
Elevator positioning still matters in stronger winds and gusts.
Common mistakes (and how to avoid them)
“Set it and forget it” controls
Fix: update control inputs anytime your heading changes or gusts hit.
Taxiing too fast because ATC is busy
Fix: slow is professional. If needed, tell ATC you’re “taxiing slowly due to winds.”
Neutral ailerons with a strong crosswind
Fix: default to into wind with headwind component, away with tailwind component.
Big power bursts to get moving
Fix: gentle power, then brake. Power spikes + gusts = sudden unloading and surprises.
Forgetting the wind near hangars
Fix: expect gusts and turbulence when exiting wind shadows.
A simple cockpit habit: “Wind check at every turn”
When your nose swings onto a new taxiway or runway:
Where is the wind coming from now?
Is it headwind or tailwind component?
Adjust:
Aileron into/away
Elevator aft/forward
Re-check speed
This takes two seconds and saves embarrassment (or worse).
Final thought
A windy taxi isn’t a wrestling match—it’s a steady, deliberate routine:
slow speed,
correct control inputs,
continuous adjustment,
disciplined attention.
If you build the habit on the ground, you’ll feel more ahead of the airplane when it’s time to add power and go flying.
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