Before-Takeoff Check The before-takeoff check is the systematic AFM/POH procedure for checking the engine, controls, systems, instruments, and avionics prior to flight. Normally, the before-takeoff checklist is performed after taxiing to a run-up position near the takeoff end of the runway. Many engines require that the oil temperature reach a minimum value as stated in the AFM/POH before takeoff power is applied. Taxiing to the run-up position usually allows sufficient time for the engine to warm up to at least minimum operating temperatures; however, the pilot verifies that temperatures are in their proper range prior to the application of high power. A suitable location for run-up should be firm (a smooth, paved or turf surface if possible) and free of debris. Otherwise, the propeller may pick up pebbles, dirt, mud, sand, or other loose objects and hurl them backwards. This damages the propeller and may damage the tail of the airplane. Small chips in the leading edge of the propeller form stress risers or high stress concentrations. These are highly undesirable and may lead to cracks and possible propeller blade failure. The airplane should also be positioned clear of other aircraft and the taxiway. There should not be anything behind the airplane that might be damaged by the propeller airflow blasting rearward. Before beginning the before-takeoff check, after the airplane is properly positioned for the run-up, it should be allowed to roll forward slightly to ensure that the nosewheel or tailwheel is in alignment with the longitudinal axis of the airplane. While performing the before-takeoff checklist in accordance with the airplane’s AFM/POH, the pilot must divide their attention between the inside and outside of the airplane. If the parking brake slips, or if application of the toe brakes is inadequate for the amount of power applied, the airplane could rapidly move forward and go unnoticed if pilot attention is fixed only inside the airplane. A good operational practice is to split attention from one item inside to a look outside. Air-cooled engines generally are tightly cowled and equipped with baffles that direct the flow of air to the engine in sufficient volumes for cooling while in flight; however, on the ground, much less air is forced through the cowling and around the baffling. Prolonged ground operations may cause cylinder overheating long before there is an indication of rising oil temperature. To minimize overheating during engine run-up, it is recommended that the airplane be headed as nearly as possible into the wind and, if equipped, engine instruments that indicate cylinder head temperatures should be monitored. Cowl flaps, if available, should be set according to the AFM/POH. This will be normal takeoff (use normal, short, or soft as appropriate) from runway (use runway assigned), wind is from the (direction and speed), rotation speed is (use the specified or calculated manufacturer’s takeoff or rotation speed (VR)), an initial turn to (use planned heading) and climb to (use initial altitude in feet). The takeoff will be rejected for engine failure below VR, applying appropriate braking, stopping ahead. Engine failure after VR and with runway remaining, I will lower pitch to best glide speed, land, and apply appropriate braking, stopping straight ahead. Engine failure after VR and with no runway remaining, I will lower pitch to best glide speed, no turns will be made prior to (insert appropriate altitude), land in the most suitable area, and apply appropriate braking, avoiding hazards on the ground as much possible. If time permits, fuel, ignition, and electrical systems will be switched off.”