Private pilot · ACS PA.II.F
Before Takeoff Check
The before-takeoff check confirms the airplane is ready and you have a plan for the takeoff, including what you'll do if it goes wrong.
Why this one matters
The run-up is the last chance to find a problem while you're still safely on the ground. Engine failures right after takeoff are among the most dangerous emergencies; a real before-takeoff check and a briefed plan make it far more likely you never face one, and handle it if you do.
Can’t miss
- •Do the run-up by the POH checklist, and know why each item is there.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- •Magneto check: three numbers within the POH limits (the drop on the left, the drop on the right, and the difference between them), with the engine smooth. No drop at all is also a no-go (a magneto that isn't grounding); so is an excessive drop or roughness.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- •Flight controls through full travel in every direction, watching the surfaces move correctly, trim set for takeoff, fuel selector and mixture set, doors and belts secure.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- •Point the nose into the wind for engine cooling, and away from other aircraft and buildings.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.F.S3)
- •Keep your eyes outside too: an airplane at run-up power can creep forward.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.F.S4)
- •Brief the takeoff: abort point, what you'll do if the engine fails on the runway, at low altitude and higher up.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- •Wake turbulence is your responsibility, even with a clearance: wait at least 2 minutes behind a large or heavy departure (3 behind a super), and ask for more if you want it.(AIM 7-4-9)
What you should know
The checklist, item by item K1
- Position first: a firm surface clear of the taxiway and debris, nothing behind you the prop blast could damage, nose as nearly into the wind as possible, rolled forward a little so the nosewheel is straight, cowl flaps as the POH says, brakes held firmly (don't trust the parking brake alone). Check the oil temperature is at least the POH minimum before applying run-up power.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Engine run-up at the POH RPM: magnetos (the left drop, the right drop and the difference, each within limits, engine smooth; if a drop is excessive or rough, use only the POH clearing procedure, recheck, and taxi back if it won't clear), oil temperature and pressure, suction, ammeter or loadmeter, cylinder head temperature if fitted on a long run-up. Exercise a constant-speed propeller per the POH if equipped. Then the idle check.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Carburetor heat (if equipped): expect an RPM drop. If there is ice, the engine may run rough and then the RPM rises as it melts; leave the heat on until it runs smoothly. Then return it to cold per the POH and check the RPM comes back: taking off with carb heat on costs power.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Flight controls: move each through its full range (full aileron, elevator and rudder both ways) while looking outside to see the surfaces move the right way, with no binding and the control lock gone. A partial wiggle isn't a check. Then set flaps and trim per the POH.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Fuel selector on the correct tank, fuel pump as required, mixture set (leaned for high density altitude if the POH says so).(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Instruments set: altimeter to the local setting, heading indicator aligned with the compass.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Doors and windows latched, belts and harnesses fastened, lights set. Avionics set for the departure: communication and navigation frequencies, navigation sources and courses or the GPS flight plan, autopilot preselects if used, and the transponder code.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
Attention and changes R1 · R2
- Divide your attention as a technique: one item inside, one look outside. The airplane can creep (the parking brake alone can slip), and other traffic moves around you. If the checklist is interrupted or you lose your place, don't assume it's done: go back to the last item you verified and resume from there.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.F.S4)
- Takeoff performance is a calculation: from the POH charts for the actual weight, density altitude, wind, surface and slope, get the takeoff distance and the distance over a 50-foot obstacle, compare both with the runway actually available, and decide go or no-go with a margin. If ATC changes your runway, redo all of it before accepting: distances, wind, surface and obstacles, configuration and speeds, the departure path, and the full abort and engine-failure brief.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
Wake turbulence R3
- Wake vortices trail from the wingtips of every airplane and are strongest behind heavy, slow, clean airplanes. They sink and drift with the wind.(AIM chapter 7, Wake Turbulence)
- Departing behind a larger airplane: wait at least 2 minutes (3 behind a super, and 2 after a larger airplane's low approach, missed approach or touch-and-go), and ask ATC for more time if you want it; avoidance is your responsibility even on a clearance. Note where it rotated and lift off before that point only at your normal rotation speed with performance to spare (never force an early, slow liftoff), then climb above its path and turn away until clear. Don't cross below and behind it, and don't assume you can outclimb a jet.(AIM 7-4-3, 7-4-4, 7-4-6, 7-4-9)
Planning for a failure R4
- Brief the takeoff out loud with numbers: confirm the runway and direction, the type of takeoff, the wind, rotation and climb speeds, and the initial heading and altitude. Then three cases: (1) a problem before rotation: throttle idle, brake, stop ahead; (2) a failure after liftoff with runway left: lower the nose, land and stop straight ahead; (3) a failure with no runway left: lower the nose promptly to best glide and land in the most suitable area ahead or within small turns, with no turn back below a specific turn-back altitude you have set for this airplane, weight and wind.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Cover other failures too: a rough engine on the roll, a door opening, no airspeed indication, low oil pressure; and the factors behind your abort point: the airplane, runway and takeoff path length, surface, wind, density altitude and obstacles.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations; Private Pilot ACS (FAA-S-ACS-6C), PA.II.F.R4)
- Engine failure soon after takeoff: lower the nose to maintain airspeed and land straight ahead or within small turns. Don't try to turn back to the runway without enough altitude.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
- Consider the runway length, surface, density altitude and obstacles when you set the abort point.(Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations)
On the flight
ACS standards
- Review takeoff performance; complete the checklists; position the airplane for wind and other aircraft.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.F.S1-S3)
- Divide attention inside and outside; verify engine parameters and configuration.(Private Pilot ACS (FAA-S-ACS-6C), PA.II.F.S4-S5)
What your instructor is watching for
Your instructor watches your checklist discipline, your eyes outside during the run-up, how you interpret the magneto check, and a clear takeoff briefing including the engine-failure plan.
Scenarios
Decide what you would do first, then see the worked answer.
A large jet just departed from the runway you're about to use.
How do you plan your takeoff? See the worked answer
Wait at least 2 minutes, and ask for more if you want it; it's your responsibility even when cleared. Note where the jet rotated, lift off before that point only at your normal rotation speed, climb above its path and turn away until clear, and don't assume you can outclimb it.
AIM 7-4-6, 7-4-9
At 300 feet after takeoff, the engine quits.
What does your briefing say you do? See the worked answer
Lower the nose immediately to hold glide speed, pick a landing spot ahead or within small turns, and land. Don't turn back to the runway at that altitude.
Airplane Flying Handbook (FAA-H-8083-3C), Ground Operations
During the run-up you notice the airplane has crept toward the edge of the run-up area.
What should you have done? See the worked answer
Hold the brakes firmly and look outside regularly during the run-up, not only at the gauges.
Private Pilot ACS (FAA-S-ACS-6C), PA.II.F.S4
Common mistakes
Rushing the run-up because of traffic behind you.
It's your last chance to find a problem on the ground.
Instead: Take the time; let traffic go around you if needed.
A takeoff briefing that skips the engine failure.
You won't have time to decide later.
Instead: Brief speeds, the abort point, and the engine-failure plan every time.
Gauges only, no outside view during the run-up.
The airplane can creep into something.
Instead: Divide attention between the instruments and outside.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice before takeoff check out loud with our examiner.
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Go to the source (free)
Teaching this? The instructor lesson plan →
Sources
- Airplane Flying Handbook (FAA-H-8083-3C): Ground Operations
- Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C)
- Private Pilot ACS (FAA-S-ACS-6C): Area II
- Your airplane's POH/AFM: normal procedures and checklists
- AIM: Chapter 7, Wake Turbulence
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-12.