the weathervaning tendency is less than in tailwheel-type airplanes because the main wheels are located behind the airplane’s center of gravity, and the nosewheel’s ground friction helps to resist the tendency. The nosewheel linkage from the rudder pedals provides adequate steering control for safe and efficient ground handling, and normally, only rudder pressure is necessary to correct for a crosswind. 

Taxiing checklists are sometimes specified by the AFM/POH, and the pilot must accomplish any items that are required. If there are no specific checklist items, taxiing still provides an opportunity to verify the operation and cross-check of the flight instruments. In general, the flight instruments should indicate properly with the airspeed at or near zero (depending on taxi speed, wind speed and direction, and lower limit sensitivity); the attitude indictor should indicate pitch and roll level (depending on airplane attitude) with no flags; the altimeter should indicate the proper elevation within prescribed limits; the turn indictor should show the correct direction of turn with the ball movement toward the outside of the turn with no flags; the directional gyro should be set and crossed checked to the magnetic compass and verified accurate to the direction of taxi; and the vertical speed indictor (VSI) should read zero. These checks can be accomplished on conventional mechanical instrumented aircraft or glass cockpits. 

## 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. 

Each airplane has different features and equipment and the before-takeoff checklist provided in airplane’s AFM/POH must be used to perform the run-up. Many critical systems are checked and set during the before-takeoff checklist. Most airplanes have at least the following systems checked and set: 

• Fuel System—set per the AFM/POH and verified ON and the proper and correct fuel tanks selected. 

• Trim—set for takeoff position which includes the elevator and may also include rudder and aileron trim. 

• Flight Controls—checked throughout their entire operating range. This includes full aileron, elevator, and rudder deflection in all directions. Often, pilots do not exercise a full range of movement of the flight controls, which is not acceptable. 

• Engine Operation—checked to ensure that temperatures and pressures are in their normal ranges; magneto or Full Authority Digital Engine Control (FADEC) operation on single or dual ignition are acceptable and within limits; and, if equipped, carburetor heat is functioning. If the airplane is equipped with a constant speed or feathering propeller, that its operation is acceptable; and at minimum idle, the engine rpm continues to run smoothly. 

• Electrical System—verified to ensure voltages are within operating range and that the system shows the battery system charging. 

