airplane to pivot about a stationary inboard wheel and landing  gear. This is abuse for which the airplane was not designed  and should be guarded against. Unless otherwise directed by  the AFM/POH, all ground operations should be conducted  with the cowl flaps fully open. The use of strobe lights is  normally deferred until taxiing onto the active runway. matched in their normal ranges. A directed and purposeful  scan of the engine gauges can be accomplished well before  the airplane approaches rotation speed. If a crosswind is  present, the aileron displacement in the direction of the  crosswind may be reduced as the airplane accelerates. The  elevator/stabilator control should be held neutral throughout. Full rated takeoff power should be used for every takeoff.  Partial power takeoffs are not recommended. There is no  evidence to suggest that the life of modern reciprocating  engines is prolonged by partial power takeoffs. Paradoxically,  excessive heat and engine wear can occur with partial power  as the fuel metering system fails to deliver the slightly over- rich mixture vital for engine cooling during takeoff. With the Before Takeoff checklist, which includes a pre- takeoff safety brief complete and air traffic control (ATC)  clearance received, the airplane should be taxied into position  on the runway centerline. If departing from an airport without  an operating control tower, a careful check for approaching  aircraft should be made along with a radio advisory on the  appropriate frequency. Sharp turns onto the runway combined  with a rolling takeoff are not a good operating practice and  may be prohibited by the AFM/POH due to the possibility  of “unporting” a fuel tank pickup. (The takeoff itself may be  prohibited by the AFM/POH under any circumstances below  certain fuel levels.) The flight controls should be positioned  for a crosswind, if present. Exterior lights, such as landing  and taxi lights, and wingtip strobes should be illuminated  immediately prior to initiating the takeoff roll, day or night. If  holding in takeoff position for any length of time, particularly  at night, the pilot should activate all exterior lights upon  taxiing into position. There are several key airspeeds to be noted during the takeoff  and climb sequence in any twin. The first speed to consider  is V$_{MC}$. If an engine fails below V$_{MC}$ while the airplane is on  the ground, the takeoff must be rejected. Directional control  can only be maintained by promptly closing both throttles and  using rudder and brakes as required. If an engine fails below  V$_{MC}$ while airborne, directional control is not possible with  the remaining engine producing takeoff power. On takeoffs,  therefore, the airplane should never be airborne before the  airspeed reaches and exceeds V$_{MC}$. Pilots should use the  manufacturer’s recommended rotation speed (V $_{R}$) or lift-off  speed (V$_{LOF}$). If no such speeds are published, a minimum  of V$_{MC}$ plus 5 knots should be used for V$_{R}$. Takeoff power should be set as recommended in the  AFM/POH. With normally aspirated (non-turbocharged)  engines, this is full throttle. Full throttle is also used in most  turbocharged engines. There are some turbocharged engines,  however, that require the pilot to set a specific power setting,  usually just below red line manifold pressure. This yields  takeoff power with less than full throttle travel. Turbocharged  engines often require special consideration. Throttle motion  with turbocharged engines should be exceptionally smooth  and deliberate. It is acceptable, and may even be desirable, to  hold the airplane in position with brakes as the throttles are  advanced. Brake release customarily occurs after significant  boost from the turbocharger is established. This prevents  wasting runway with slow, partial throttle acceleration as  the engine power is increased. If runway length or obstacle  clearance is critical, full power should be set before brake  release as specified in the performance charts. The rotation to a takeoff pitch attitude is performed with  smooth control inputs. With a crosswind, the pilot should  ensure that the landing gear does not momentarily touch  the runway after the airplane has lifted off, as a side drift is  present. The rotation may be accomplished more positively  and/or at a higher speed under these conditions. However, the  pilot should keep in mind that the AFM/POH performance  figures for accelerate-stop distance, takeoff ground roll,  and distance to clear an obstacle were calculated at the  recommended V$_{R}$ and/or V$_{LOF}$ speed. After lift-off, the next consideration is to gain altitude as  rapidly as possible. To assist the pilot in takeoff and initial  climb profile, some AFM/POHs give a “50-foot” or “50-foot  barrier” speed to use as a target during rotation, lift-off, and  acceleration to V$_{Y}$. Prior to takeoff, pilots should review  the takeoff distance to 50 feet above ground level (AGL)  and the stopping distance from 50 feet AGL and add the  distance together. If the runway is no longer than the total  value, the odds are very good that if anything fails, it will be  an off-runway landing at the least. After leaving the ground,  altitude gain is more important than achieving an excess  of airspeed. Experience has shown that excessive speed  cannot be effectively converted into altitude in the event  As takeoff power is established, initial attention should  be divided between tracking the runway centerline and  monitoring the engine gauges. Many novice multiengine  pilots tend to fixate on the airspeed indicator just as soon as  the airplane begins its takeoff roll. Instead, the pilot should  confirm that both engines are developing full-rated manifold  pressure and rpm, and that as the fuel flows, fuel pressures,  exhaust gas temperatures (EGTs), and oil pressures are  12-13 Normal and Crosswind Takeoff and Climb