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propeller performance, increase takeoff rolls and decrease climb performance. A more detailed discussion of density altitude and how it affects airplane performance can be found in the Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25, as revised). 

All run up and pre-takeoff checklist items should be completed before taxiing onto the runway or takeoff area. As a minimum before every takeoff, all engine instruments should be checked for proper and usual indications, and all controls should be checked for full, free, and correct movement. In addition, the pilot must make certain that the approach and takeoff paths are clear of other aircraft. At nontowered airports, pilots should announce their intentions on the common traffic advisory frequency (CTAF) assigned to that airport. When operating from a towered airport, pilots must contact the tower operator and receive a takeoff clearance before taxiing onto the active runway. 

It is not recommended to take off immediately behind another aircraft, particularly large, heavily loaded transport airplanes, because of the wake turbulence that is generated. If an immediate takeoff is necessary, plan to minimize the chances of flying through an aircraft’s wake turbulence by avoiding the other aircraft’s flightpath or rotate prior to the point at which the preceding aircraft rotated. While taxiing onto the runway, select ground reference points that are aligned with the runway direction to aid in maintaining directional control and alignment with the runway center line during the climb out. These may be runway centerline markings, runway lighting, distant trees, towers, buildings, or mountain peaks. 

## Normal Takeoff 

A normal takeoff is one in which the airplane is headed into the wind; there are times that a takeoff with a tail wind is necessary. However, the pilot must consult the POH/AFM to ensure the aircraft is approved for a takeoff with a tail wind and that there is sufficient performance and runway length for the takeoff. Also, the takeoff surfaces are firm and of sufficient length to permit the airplane to gradually accelerate to normal lift-off and climb-out speed, and there are no obstructions along the takeoff path. 

There are two reasons for making a takeoff as nearly into the wind as possible. First, since the airplane depends on airspeed, a headwind provides some of that airspeed even before the airplane begins to accelerate into the wind. Second, a headwind decreases the ground speed necessary to achieve flying speed. Slower ground speeds yield shorter ground roll distances and allow use of shorter runways while reducing wear and stress on the landing gear. 

## Takeoff Roll 

For takeoff, use the rudder pedals in most general aviation airplanes to steer the airplane’s nose wheel onto the runway centerline to align the airplane and nose wheel with the runway. After releasing the brakes, advance the throttle smoothly and continuously to takeoff power. An abrupt application of power may cause the airplane to yaw sharply to the left because of the torque effects of the engine and propeller. This is most apparent in high horsepower engines. As the airplane starts to roll forward, assure both feet are on 

