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##  Before Takeoff Check 

The before takeoff check is the systematic procedure for making a check of the engine, controls, systems, instruments, and avionics prior to fl ight. Normally, it is performed after taxiing to a position near the takeoff end of the runway. Taxiing to that position usually allows sufficient time for the engine to warm up to at least minimum operating temperatures. This ensures adequate lubrication and internal engine clearances before being operated at high power settings. Many engines require that the oil temperature or engine temperature reach a minimum value, as stated in the AFM/POH, before high power is applied. 

Some WSC aircraft are ram air cooled, where the cooling air must be rammed into the cooling radiator during fl ight. On the ground, however, little or no air is forced through the radiator. Prolonged ground operations may cause engine overheating. Some designs place the cooling radiators near the propeller so the propeller produces reasonable airfl ow to cool the engine. 

Air cooled two-stroke engine aircraft may have an integral engine driven cooling fan and can idle indefi nitely without overheating. Monitoring engine temperature to be within limits is important for aircraft operations on the ground. 

After taxiing to the runway entrance runup area and before beginning the pretakeoff check, the aircraft should be positioned clear of other aircraft. When you taxi out to the run up area, position your self where other aircraft can easily taxi to a suitable run up area. There should not be anything behind the aircraft that might be damaged by the prop blast. To minimize overheating during engine run-up, it is recommended that the aircraft be headed as nearly as possible into the wind. After an aircraft is properly positioned for the run-up, the nose wheel should be pointed straight. 

During the engine run-up, the surface under the WSC aircraft should be firm (a smooth, paved, or turf surface, if possible) and free of debris. Otherwise, the propeller may pick up pebbles, dirt, or other loose objects and hurl them backward or into the sail. [Figure 5-67] 

While performing the engine run-up, the pilot must divide attention inside to look at the instruments and outside the aircraft to look for other traffic. If the parking brake slips, or if application of the brakes is inadequate for the amount of power applied, the aircraft could move forward unnoticed if attention is fixed only inside the aircraft. 

Each aircraft has different features and equipment, and the before takeoff checklist provided by the WSC manufacturer 

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should be used to perform the run-up. Here is a general checklist. 

• Verify the strobe light is on (if applicable). 

• Trim is set to proper speed for takeoff. 

• Brakes are set. 

• Ignition check—always divide attention into and out of the flight deck in case the brakes can not hold the aircraft still at the higher power settings. (Some ignition checks are done at idle; see POH for engine specifi cs.) If the brakes start to slip and the aircraft starts moving, decrease power immediately and reevaluate how to run up and keep the aircraft stationary during run up. Run up engine to consistent rpm higher than idle. Switch from both ignition systems to one and watch for a slight drop in rpm. Do the same for the other ignition system. 

• Verify engine temperatures (EGT, CHT, oil and/or water) and oil pressure are within the acceptable ranges. 

At towered airports, obtain clearance from tower when ready for takeoff. At nontowered airports, when all air traffi c is clear from observations and radio communications and while holding short before the runway boundary (hold short) line, announce the aircraft is entering the runway. This is a pilot’s clearance at a self-announce airport to enter the runway. At all airports, do a visual verification that there are no aircraft landing before entering the runway. 

##  After Landing 

During the after-landing roll, the WSC aircraft should be gradually slowed to normal taxi speed before turning off the landing runway. Any significant degree of turn at faster speeds could result in the WSC aircraft tipping over and subsequent damage. [Figure 5-68] 

