roll forward slightly to ensure that the nosewheel or tailwheel  is in alignment with the longitudinal axis of the airplane. the weathervaning tendency is less than in tailwheel-type  airplanes because the main wheels are located behind the  airplane’s center of gravity, and the nosewheel’s ground  friction helps to resist the tendency. The nosewheel linkage  from the rudder pedals provides adequate steering control for  safe and efficient ground handling, and normally, only rudder  pressure is necessary to correct for a crosswind. While performing the before-takeoff checklist in accordance  with the airplane’s AFM/POH, the pilot must divide their  attention between the inside and outside of the airplane. If  the parking brake slips, or if application of the toe brakes  is inadequate for the amount of power applied, the airplane  could rapidly move forward and go unnoticed if pilot attention  is fixed only inside the airplane. A good operational practice  is to split attention from one item inside to a look outside. Air-cooled engines generally are tightly cowled and equipped  with baffles that direct the flow of air to the engine in  sufficient volumes for cooling while in flight; however,  on the ground, much less air is forced through the cowling  and around the baffling. Prolonged ground operations may  cause cylinder overheating long before there is an indication  of rising oil temperature. To minimize overheating during  engine run-up, it is recommended that the airplane be  headed as nearly as possible into the wind and, if equipped,  engine instruments that indicate cylinder head temperatures  should be monitored. Cowl flaps, if available, should be set  according to the AFM/POH. Taxiing checklists are sometimes specified by the AFM/POH,  and the pilot must accomplish any items that are required. If  there are no specific checklist items, taxiing still provides an  opportunity to verify the operation and cross-check of the  flight instruments. In general, the flight instruments should  indicate properly with the airspeed at or near zero (depending  on taxi speed, wind speed and direction, and lower limit  sensitivity); the attitude indictor should indicate pitch and  roll level (depending on airplane attitude) with no flags; the  altimeter should indicate the proper elevation within prescribed  limits; the turn indictor should show the correct direction of  turn with the ball movement toward the outside of the turn  with no flags; the directional gyro should be set and crossed  checked to the magnetic compass and verified accurate to the  direction of taxi; and the vertical speed indictor (VSI) should  read zero. These checks can be accomplished on conventional  mechanical instrumented aircraft or glass cockpits. Each airplane has different features and equipment and the  before-takeoff checklist provided in airplane’s AFM/POH  must be used to perform the run-up. Many critical systems  are checked and set during the before-takeoff checklist. Most  airplanes have at least the following systems checked and set: The before-takeoff check is the systematic AFM/POH  procedure for checking the engine, controls, systems,  instruments, and avionics prior to flight. Normally, the  before-takeoff checklist is performed after taxiing to a run-up  position near the takeoff end of the runway. Many engines  require that the oil temperature reach a minimum value as  stated in the AFM/POH before takeoff power is applied.  Taxiing to the run-up position usually allows sufficient time  for the engine to warm up to at least minimum operating  temperatures; however, the pilot verifies that temperatures are  in their proper range prior to the application of high power. A suitable location for run-up should be firm (a smooth, paved  or turf surface if possible) and free of debris. Otherwise, the  propeller may pick up pebbles, dirt, mud, sand, or other loose  objects and hurl them backwards. This damages the propeller  and may damage the tail of the airplane. Small chips in the  leading edge of the propeller form stress risers or high stress  concentrations. These are highly undesirable and may lead  to cracks and possible propeller blade failure. The airplane  should also be positioned clear of other aircraft and the  taxiway. There should not be anything behind the airplane that  might be damaged by the propeller airflow blasting rearward. Before beginning the before-takeoff check, after the airplane  is properly positioned for the run-up, it should be allowed to  2-17 Before-Takeoff Check • Electrical System—verified to ensure voltages are  within operating range and that the system shows the  battery system charging. • Engine Operation—checked to ensure that temperatures  and pressures are in their normal ranges; magneto or  Full Authority Digital Engine Control (FADEC)  operation on single or dual ignition are acceptable  and within limits; and, if equipped, carburetor heat is  functioning. If the airplane is equipped with a constant  speed or feathering propeller, that its operation is  acceptable; and at minimum idle, the engine rpm  continues to run smoothly. • Flight Controls—checked throughout their entire  operating range. This includes full aileron, elevator,  and rudder deflection in all directions. Often, pilots  do not exercise a full range of movement of the flight  controls, which is not acceptable. • Trim—set for takeoff position which includes the  elevator and may also include rudder and aileron trim. • Fuel System—set per the AFM/POH and verified ON  and the proper and correct fuel tanks selected.