Taxi procedures LH Group
Thread Starter
Joined: Aug 2017
Posts: 65
Likes: 0
From: DUS
Taxi procedures LH Group
Saw a couple of videos from Lufthansa and Swiss and even on types with tillers on both sides (Airbus, B777 or CS) the Captain was always the one taxiing, even when F/O was the PF. Do they have a special reason for that? Do you know other companies where the F/O’s aren’t allowed to taxi?
We were allowed to taxi in my previous company, but the parking at the gate was done by the captain - I was told that the docking systems are alligned on his side.
We were allowed to taxi in my previous company, but the parking at the gate was done by the captain - I was told that the docking systems are alligned on his side.
Joined: Apr 2006
Posts: 19
Likes: 9
From: SIN
Saw a couple of videos from Lufthansa and Swiss and even on types with tillers on both sides (Airbus, B777 or CS) the Captain was always the one taxiing, even when F/O was the PF. Do they have a special reason for that? Do you know other companies where the F/O’s aren’t allowed to taxi?
We were allowed to taxi in my previous company, but the parking at the gate was done by the captain - I was told that the docking systems are alligned on his side.
We were allowed to taxi in my previous company, but the parking at the gate was done by the captain - I was told that the docking systems are alligned on his side.
Joined: Nov 2004
Posts: 1,324
Likes: 156
From: Here, there, and everywhere
Some airlines are different as they want the F/O to have taxi experience in case the captain become incapacitated......which is an even less desirable time to have a taxiway excursion due to lack of training/experience. I taxied the 747/777 on my first day operating it. It is an enjoyable experience.
Joined: Jan 2000
Posts: 860
Likes: 0
From: FL410
Joined: Nov 2018
Posts: 9
Likes: 0
From: At home
There is a rumour that it was an LH A340 Fleet chiefs opinion that only the commander shall taxi. But maybe it is only due to the tradition. I don‘t know what is true but I heard another a rumour that it might change in the future.
Joined: Jan 2004
Posts: 3,247
Likes: 203
From: Here and there
Some are like that. Where I work now, if the guidance is for capt only, then the capt takes over after the FO gets it “near enough”, for other guidance systems the FO can taxi all the way in. Where I used to work, it was only ever the capt that taxied.
Joined: May 2006
Posts: 911
Likes: 9
From: FL510
As the A320 fleet. And the B747 fleet for sure.
Joined: Oct 2022
Posts: 2
Likes: 0
From: EU
LH still does it that way. Loads of dogma in their OMs. Many CPTs will still let you taxi every once in a while.
On the flip side, basic manual raw data flying is not only allowed but encouraged which is very commonly made use of and rarely seen elsewhere.
Swiss eventually let go of that particular bit of silliness in June afaik. EW Discover adopted Airbus procedures right away. Things might change for the better in that regard.
On the flip side, basic manual raw data flying is not only allowed but encouraged which is very commonly made use of and rarely seen elsewhere.
Swiss eventually let go of that particular bit of silliness in June afaik. EW Discover adopted Airbus procedures right away. Things might change for the better in that regard.
Joined: Sep 2016
Posts: 937
Likes: 67
From: USA
Joking aside, in some contexts the way we've always done it, is that way for a good reason.
If the airline has different types, some without a tiller in the right seat, people would have to make a transition every time they bid into a new type. Even worse, if there are planes with and without the right seat tiller of the same type, this is now jumping back and forth on a day-to-day (or even leg-to-leg basis) instead of once every few months or years.
Now different people are starting the engines, doing different flows on the ground, etc. Where, if you just keep everything simply CA-FO, everything is the same all the time, you stay in the same habits, etc. Easy-peasy. I see no reason to fix what isn't broken, by jumping back and forth unnecessarily.
And I see plenty of reason to not do it. On the ground at a zoo like LGA or ATL, it would be begging for problems, to put an overwhelmed newhire in charge of taxiing where they'e constantly literal seconds away from making a wrong turn, missing a quick instruction, hitting a ground vehicle or other airplane that's in the wrong place, etc. Leave it to the CA. (In the air, this is much less of a problem as there is always far more time for the CA to react, before hitting anything hard.)
If the airline has different types, some without a tiller in the right seat, people would have to make a transition every time they bid into a new type. Even worse, if there are planes with and without the right seat tiller of the same type, this is now jumping back and forth on a day-to-day (or even leg-to-leg basis) instead of once every few months or years.
Now different people are starting the engines, doing different flows on the ground, etc. Where, if you just keep everything simply CA-FO, everything is the same all the time, you stay in the same habits, etc. Easy-peasy. I see no reason to fix what isn't broken, by jumping back and forth unnecessarily.
And I see plenty of reason to not do it. On the ground at a zoo like LGA or ATL, it would be begging for problems, to put an overwhelmed newhire in charge of taxiing where they'e constantly literal seconds away from making a wrong turn, missing a quick instruction, hitting a ground vehicle or other airplane that's in the wrong place, etc. Leave it to the CA. (In the air, this is much less of a problem as there is always far more time for the CA to react, before hitting anything hard.)
Joined: Oct 2003
Posts: 662
Likes: 5
From: If this is Tuesday, it must be?
If someone changes type they will do a whole new type rating course and do lots of things differently. So that is a spurious argument.
If the fleet has some with RH tiller and some without, that makes sense.
I find it interesting that you think that turning a tiller puts someone "in charge" of taxiing. In a busy ground environment it actually makes more sense to me to have the inexperienced guy driving and the CA doing the navigating. On my type which only has a tiller on the left I have lost count of the number of times I have had my workload through the roof due to trying to taxi as well as sort out where we are going because the F/O has failed to read the plate properly.
If the fleet has some with RH tiller and some without, that makes sense.
I find it interesting that you think that turning a tiller puts someone "in charge" of taxiing. In a busy ground environment it actually makes more sense to me to have the inexperienced guy driving and the CA doing the navigating. On my type which only has a tiller on the left I have lost count of the number of times I have had my workload through the roof due to trying to taxi as well as sort out where we are going because the F/O has failed to read the plate properly.
Joined: Oct 2016
Aviation Qualifications: ATPL
Posts: 51
Likes: 2
From: Gusting49
My company's fleet consists 320/330/350, 737/777/787. Only in 330, TRIs allow P3s to taxi, no idea about turning to the gate. My idea; if we are allowed to land, then why not to taxi? A320 F/O here.
