This is summat which has always intrigued me.
Our checklists tell us what revs at which to perform power checks, how many revs we need to lose on carb heat application, and max drop and max difference for the mags.
Why not a static rpm check in the power checks?
It would seem to be a simple performance indicator - 'if my prop won't turn at at least 2350 (or whatever) rpm when I give it full throttle at the hold, I won't fly'.
I can't believe that windspeed at the hold point, ambient pressure and temp, airfield elevation etc could effect the max rpm overmuch. (Leaving aside hot'n'high airports, where presumably one leans for takeoff and does other odd things).
In my aircraft I perform power checks at 1800, but once the high rev checks are complete, and before I retard the throttle to check idle, I give it a burst of full throttle and check that it *will* go flat out for take off.
Steve R