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able small dents appear in
the
propeller blades, they
should
be immediate-
ly
co
rre cted
as
desc ribed
in Section
IV.
Prior to
take-off from fields above 5000 feet
elevation,
the
mixture
s
hould
be
l
eaned
to give maximum
RPM
in
a full-throttle,
static runup.
FLAP
SETTINGS.
Normal and
obstacl
e
clearance take-offs are
p erform ed
with
flaps
up.
The use
of
10
°
flaps
will
shorten
th
e
ground
run approximately
10%,
but
this
advantage is
lost in
the
climb
to
a
50-
foot
obstacle.
Therefore the
us
e of
10°
flap is
reserved
for minimum
ground
runs
or
for
take
-off
from
soft
or
rough
fields
with no
obstacl
es
ahead.
If
10°
of
flaps are used
in
ground
ru
ns,
it
is
preferable
to leave the
m
extended
rather than
r etr
ac
t th
em in
the
c
limb
to
the
obstacle. The
ex-
ception
to
this rule would be
in
a
high
altitude ta ke
-off
in hot
weather
where c
limb
wou
ld be
marginal
with flaps
10
°.
Flap
deflections of
30°
and 40
°
are not
r
ecommended
at any
tim
e
for
take
- off.
PERFORMANCE CHARTS.
Consult the
Take-Off Distance
chart
in
Section
V for take
-off
dis-
tanc
es
at gross
weight
under
various
altitude
and
headwind
conditions.
CROSSWIND TAKE
-
OFFS
.
Take
-offs into
str
ong
crosswinds
normally are
performed with
th
e
minimum
flap
setting necessary for
the field
length, to
minimize the
drift angle immediately after take
-off.
The airplane
is
accelerated
to
a speed slightly
highe
r than
normal, then
pulled
off
abruptly to prevent
possible
settling
back
to
the runway
while
driftin
g.
When
cl
ear
of
the
gr
ou
nd
, make a coordinated
turn into
the
wind to
co
rr
ect
for
drift.
CLIMB.
CLIMB DATA
.
Fo
r d
etailed
data,
see
Maximum
Rate-
of-Climb Data
chart
in
Section V.
2-9
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