• Vacuum System—must show an acceptable level of  vacuum, which is typically between 4.8 and 5.2 inches  of mercury ("Hg) at 2,000 rpm. Refer to the AFM/POH  for the manufacturer’s values. It is important to ensure  that mechanical gyroscopic instruments have adequate  time to spool up to acceptable rpm in order for them to  indicate properly. A hasty and quick taxi and run-up  does not allow mechanical gyroscopic instruments  to indicate properly and a departure into instrument  meteorological conditions (IMC) is unadvisable. • Flight Instruments—rechecked and set for the  departure. Verify that the directional gyro and the  magnetic compass are in agreement. If the directional  gyro has a heading bug, it may be set to the runway  heading that is in use or as assigned by air traffic  control (ATC).  • Avionics—set with the appropriate frequencies,  initial navigation sources and courses, autopilot  preselects, transponder codes, and other settings and  configurations based on the airplane’s equipment and  flight requirements. • Takeoff Briefing—made out loud by the pilot even  when no other person is there to listen. A sample  takeoff briefing may be the following: “ This will be normal takeoff (use normal, short, or soft  as appropriate) from runway (use runway assigned),  wind is from the (direction and speed), rotation speed  is (use the specified or calculated manufacturer’s  takeoff or rotation speed (V$_{R}$)), an initial turn to (use  planned heading) and climb to (use initial altitude in  feet). The takeoff will be rejected for engine failure  below V$_{R}$, applying appropriate braking, stopping  ahead. Engine failure after V$_{R}$ and with runway  remaining, I will lower pitch to best glide speed,  land, and apply appropriate braking, stopping straight  ahead. Engine failure after V$_{R}$ and with no runway  remaining, I will lower pitch to best glide speed, no  turns will be made prior to (insert appropriate altitude),  land in the most suitable area, and apply appropriate  braking, avoiding hazards on the ground as much  possible. If time permits, fuel, ignition, and electrical  systems will be switched off.” Runway numbers on paved runways agree with magnetic  compass and heading indicators before beginning takeoff  roll. The last check on engines as power is brought to full  takeoff power includes: Takeoff Checks: • Is power correct?  • RPM normal?  • Engine smooth?  2-18 • Avionics—may be switched off or to standby,  such as the transponder and frequencies changed to  contact ground control or Common Traffic Advisory  Frequency (CTAF), as required. • Lights—may be switched off if not needed, such as  strobe lights.  • Trim—reset to neutral or takeoff position. • Cowl flaps—may be opened or closed depending on  temperature conditions. • Flaps—set to the retracted position. • Fuel—may require switching tanks and fuel pumps  switched off. • Power—set to the AFM/POH values such as throttle  1,000 rpm, propeller full forward, mixture leaned. Because of different configurations and equipment in various  airplanes, the after-landing checklist within the AFM/POH  must be used. Some of the items may include: Clear of Runway and Stopped To give full attention to controlling the airplane during the  landing roll, the after-landing checklist should be performed  only after the airplane is brought to a complete stop beyond  the runway holding position markings. There have been many  cases where a pilot has mistakenly manipulated the wrong  handle and retracted the landing gear, instead of the flaps,  due to improper division of attention while the airplane was  moving. However, this procedure may be modified if the  manufacturer recommends that specific after-landing items  be accomplished during landing rollout. For example, when  performing a short-field landing, the manufacturer may  recommend retracting the flaps on rollout to improve braking.  In this situation, the pilot should make a positive identification  of the flap control handle before retracting the flaps.  During the after-landing roll, while maintaining airplane  track over runway centerline with ailerons and heading down  runway with rudder pedals, the airplane should be gradually  slowed to normal taxi speed with normal brake pressure before  turning off of the landing runway. Any significant degree of  turn at faster speeds could result in subsequent damage to the  landing gear, tires, brakes, or the airplane structure. After-Landing • Controls held so rudder is used to keep airplane  parallel to centerline and ailerons are used to keep  airplane on centerline? • Doors latched and windows closed as required?  • Engine instruments normal and in green ranges?