top of page

The Before Takeoff Check: Your Last Chance to Catch the “Small Stuff”

The run-up area is where good flights get set up—and where preventable problems get caught while they’re still cheap, quiet, and easy to fix.


The before takeoff check (often blended with run-up and “takeoff briefing” items) isn’t about being ritualistic. It’s about confirming the airplane is configured, the engine is healthy, the flight controls are correct, and you are ready to roll. Done well, it reduces workload at the exact moment workload is about to spike.


Below is a pilot-focused, general guide to what’s typically checked, how it’s performed, and the safety precautions that make it more than a checklist item.



Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >


What “Before Takeoff” really includes

In most light GA airplanes, “before takeoff” is a bundle of three things:

  1. Run-up / engine checks (usually performed at a designated run-up area)

  2. Configuration checks (aircraft set for takeoff)

  3. Takeoff briefing and last-minute risk checks (pilot set for takeoff)


Different POHs and SOPs divide these differently—some call it “Run-Up,” “Before Takeoff,” and “Line Up.” Others combine them. The goal is the same: verify engine + airplane + pilot are ready.


General items that are typically checked

1) Engine and systems (the run-up portion)

Common checks (varies by aircraft and engine type):

  • Brakes: verify holding power before adding power

  • Engine instruments: oil pressure/temperature, CHT/EGT (if installed), amps/volts, fuel pressure

  • Magnetos / ignition check: confirm acceptable RPM drop and smooth operation

  • Carb heat (if equipped): verify RPM drop and recovery (carb ice awareness)

  • Propeller cycle (constant-speed props): verify governor operation, oil movement, RPM response

  • Mixture check (where applicable): confirm proper response (often lean for taxi/run-up at altitude)

  • Suction/vacuum (legacy gyro systems): confirm within limits (if applicable)

  • Annunciators / warning lights: verify normal


Why it matters: This is your chance to detect roughness, ignition issues, low pressure, abnormal temps, or a configuration problem before committing to takeoff.


2) Flight controls and trim

  • Flight controls: full and free movement, correct direction

  • Trim: set for takeoff (and verified—not assumed)

  • Flaps: set as required; verify indication matches actual position


Why it matters: Incorrect trim or a control issue can turn rotation into an immediate problem. A quick “controls correct” check is simple and high value.


3) Takeoff configuration

Typical items:

  • Doors/windows: latched as required

  • Seatbelts/harnesses: secure, passengers briefed

  • Seat position: locked

  • Lights: landing/taxi/strobe as appropriate

  • Transponder: ALT and correct code

  • Heading/HSI bug: set (helps prevent wrong-runway/wrong-heading errors)

  • Fuel selector: correct tank, pump on/off per POH

  • Mixture: rich/lean set for field elevation and density altitude

  • Cowl flaps (if equipped): as required

  • Pitot heat (if needed): on in icing conditions (rare for GA takeoff planning, but procedural)

  • Autopilot: off (common SOP unless specifically approved for takeoff)


Why it matters: Many takeoff accidents start with “simple” misconfigurations: wrong flap setting, wrong tank, fuel pump off when required, or mixture not set for DA.


4) Navigation and departure setup

  • Departure frequency / clearance: copied and understood (if applicable)

  • Initial heading/altitude: briefed

  • Frequencies: set for tower/CTAF, departure/approach as needed

  • Nav setup: CDI source correct (GPS vs VLOC), course set, RAIM/WAAS status if IFR

  • Timer: ready if you use it for runway heading time or engine monitoring


Why it matters: Reduces heads-down time on the takeoff roll and immediately after liftoff—when you most need to be outside.


5) Takeoff briefing (the “pilot” part of the check)

A solid takeoff briefing is short and specific. It covers:

  • Runway and conditions: length, surface, wind, obstacles, NOTAMs

  • Performance: expected takeoff roll and climb (especially on hot/high days)

  • Rotation and initial climb speeds: Vr/Vx/Vy (or your aircraft’s equivalents)

  • Abort plan: “If anything doesn’t look right, I stop.”

  • Engine failure plan: below/above a certain altitude—what you’ll do


Example (simple, GA-friendly):

  • “Normal takeoff runway 27. Rotate at 55, climb at 75. If we don’t have airspeed and power by midpoint, we’ll abort. If we lose the engine below 800 AGL, landing straight ahead within 30 degrees. Above 800, we’ll consider a turn back only if conditions are clearly favorable and practiced.”


Why it matters: It prevents the most dangerous kind of decision-making: improvising under stress at low altitude.


How to perform the before takeoff check (a practical workflow)

Here’s a solid, general flow that works in most GA airplanes:


Step 1: Choose a safe run-up spot

Pick a location where:

  • prop blast won’t hit people, aircraft, hangars, or loose debris

  • you can face into the wind if practical (cooling, stability)

  • you’re not blocking traffic or creating pressure to rush


Step 2: Stabilize the airplane first

  • Parking brake set (if used/approved)

  • Brakes firmly held

  • Verify the area is clear


Then smoothly bring power up to the POH-specified RPM for run-up checks.


Step 3: Work the checklist methodically

  • Use challenge-response if you have another pilot

  • If solo, use a flows-then-checklist technique:

    1. Flow across cockpit items in a consistent pattern

    2. Confirm with checklist so nothing is missed


Step 4: Pause if something is off—immediately

If you see:

  • abnormal RPM drop on mags

  • roughness

  • temps/pressures outside normal

  • unusual vibrations

  • warning lights


Stop the sequence and troubleshoot per POH. If you can’t clearly resolve it, don’t go.


Step 5: Set up for takeoff and brief

Once engine checks are complete:

  • reset power to idle

  • set trim/flaps/fuel/pump/mixture

  • set lights and transponder

  • brief the takeoff and emergency plan


Step 6: “Final items” before entering the runway

Many pilots use a short “line-up” or “entering runway” check:

  • lights on

  • transponder ALT

  • mixture set

  • fuel pump/selector correct

  • verify correct runway/heading


This reduces wrong-runway events and catches last-second configuration errors.


Safety precautions that make the check actually safe

1) Never let the run-up turn into a heads-down trap

Run-ups create a temptation to stare inside. Mitigate by:

  • keeping your head up between items

  • scanning for taxi traffic

  • pausing if someone is approaching


2) Watch engine cooling

Extended idling and long run-ups can overheat some engines—especially in warm weather with tight cowlings. Manage by:

  • minimizing time at high power while stationary

  • pointing into wind when possible

  • keeping the run-up efficient and purposeful


3) Avoid prop-blast hazards

Be mindful of:

  • gravel/loose debris (FOD risk)

  • people walking on the ramp

  • aircraft behind you


If conditions are dusty or debris-filled, reposition.


4) Don’t rush because someone is waiting

This is where discipline matters. If someone is behind you:

  • finish safely and efficiently

  • if needed, taxi to a different spot rather than rushing. A rushed before takeoff check is how “small misses” sneak in.


5) Be conservative with “it’s probably fine”

If something is abnormal and you can’t explain it, treat it seriously. Many accidents have a quiet beginning: “It ran a little rough, but…”


6) Re-check after long delays

If you do the run-up, then sit for 10 minutes waiting, consider a quick re-verify:

  • temps/pressures still normal?

  • flaps/trim still set?

  • mixture still correct?

  • briefing still relevant?


Common gotchas (real-world)

  • Takeoff trim not set (or set opposite)

  • Fuel selector on an empty tank after taxi

  • Leaned aggressively for taxi and forgot to enrich for takeoff

  • Flaps set wrong after a distraction

  • Carb heat left on after checks

  • Door not latched leading to a high-workload distraction on climb out

  • Wrong runway/heading due to rushed line-up and no final verification


The point: reduce surprises when you’re busiest

A strong before takeoff check does two things:

  1. It makes the airplane ready

  2. It makes the pilot ready


Treat it like a professional habit, not a superstition.



Study Full Aviation Courses:

wifiCFI's full suite of aviation courses has everything you need to go from brand new to flight instructor and airline pilot! Check out any of the courses below for free:


Study Courses:


Checkride Lesson Plans:


Teaching Courses:



 
 
bottom of page