Tackling Taxiing

When beginning to taxi, advance the throttle just enough to get the airplane moving forward. Apply the brakes smoothly to ensure that they are working correctly. Assuming you have applied both brakes evenly, any pulling to one side or failure of the airplane to stop is an indication that one or both brakes have failed, which will require the attention of a mechanic. If the brakes are working correctly, release them and allow the airplane to begin moving again. Then smoothly readjust the throttle until the airplane maintains a steady brisk walking speed.
Try to avoid changing the throttle setting during taxi. Remember that the brakes work differentially, so if you need to slow down while taxiing straight ahead, you will need to apply even pressure to both brake pedals at once. If you have your feet positioned properly, this will simply require that you slide your feet up the pedals, which will also lift your heels off the floor, and you will be able to feel that you have applied the brakes evenly by feeling the same degree of pressure from the pedals against your feet. When coming to a halt and preparing for the engine run-up, position the airplane and straighten the nosewheel by letting the airplane roll forward slightly while applying pressure to the rudder pedals so that they are evenly aligned. This will avoid putting side loads on the nosewheel itself during the run-up.
Taxiing in a crosswind requires additional control inputs to keep the airplane's tires well planted and, in a strong crosswind, to prevent a wing or tail of the airplane from being lifted by the wind. You will find that applying the correct aileron and elevator/stabilator inputs for crosswind taxi operation will reduce the tendency of the airplane to weathervane (point into the wind) in response to the pressure of the wind on the vertical stabilizer and rudder.
It can be confusing remembering which way the ailerons should be positioned during a crosswind taxi, so I teach this memory aid: When you hold the yoke, your thumb points up; when the wind is coming from in front and to one side (a quartering headwind), point your thumb into the wind. When the wind is coming from behind, point your thumb away from the wind. So, for instance, if the wind is coming from the forward left (left quartering headwind), deflect the yoke to the left (thumb points left and into the wind); when coming from the left rear (quartering tailwind), deflect the yoke to the right (thumb points right and away from the wind).
To remember the elevator/stabilator inputs during a crosswind taxi, remember that when taxiing downwind (in the same direction as the wind is blowing), the elevator/stabilator should be down. When taxiing upwind, the elevator/stabilator should be neutral (for tricycle gear airplanes) or up (for tailwheel airplanes). Watch the movement of wind socks, flags, grass, etc., as you taxi, and change control inputs appropriately as your taxi direction changes.
Pay attention to what's going on outside the airplane while you taxi, and try not to be distracted by things inside the cockpit. This will also allow you to watch for airport signs and pavement markings that tell you where you are, where you're heading, and-most important-where the taxiway ends and the runway begins. This can be especially important if you are taxiing at a bigger airport with more than one runway and associated taxiways. If there is a control tower on the airport and you feel unsure about which way to go, you can ask for help by telling ground control that you would like progressive taxi instructions. The controller will watch your progress and tell you which way to go as you approach taxiway intersections and other areas of the airport surface.
Believe it or not, tower controllers and other pilots often gain an impression of how skilled and professional a pilot is by how he or she taxies and whether assistance is requested when needed. A pilot who weaves from one side to the other of the taxiway while being distracted by pre-flight cockpit items may even give the pilot following him or her on the taxiway the impression he is drunk. Listen to the sound of exasperation in a controller's voice when he has to redirect a lost pilot on the ground versus his helpfulness when directing a pilot who has requested progressive instructions, and it becomes obvious which situation the controller prefers.
Remember that taxiing is like everything else in flying: When you give the task the proper amount of attention and apply knowledge and common sense, you'll reap the benefits, and those around you will appreciate your professionalism and safety awareness.