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positive
verification
can
be made by loading
the
electrical
system
momen-
tarily
(3
to
5 seconds)
with
the
optional
landing
light
(if so
equipped),
or
by operating
the
wing
flaps during
the
engine
runup
(1700
RPM).
The
am-
meter
will remain
within a
needle
width
of zero
if
the
alternator
and
vol-
tage
regulator
are operating
properly.
TAKE-OFF.
POWER
CHECK.
It is important
to
check
full-throttle
engine
operation
early
in
the
take-off
run.
Any signs
of rough
engine
operation
or sluggish
engine
acceleration
is good cause
for
discontinuing
the take-off.
If
this
occurs,
you are
justified
in making
a
thorough
full-throttle,
static
runup
before
another
take-off
is attempted.
The engine
should
run
smoothly
and
turn
approximately
2260
to
2360
RPM with carburetor
heat off.
NOTE
Carburetor
heat
should
not be used
during
take-off
unless
it is absolutely
necessary
for
obtaining
smooth
engine
acceleration.
Full-throttle
runups
over
loose gravel
are
especially
harmful
to
pro-
peller
tips.
When
take-offs
must
be made
over
a
gravel
surface,
it is
very
important
that the throttle
be advanced
slowly.
This
allows
the
air-
plane
to
start
rolling
before
high RPM is developed,
and
the
gravel
will
be blown back
of
the
propeller
rather
than
pulled
into it.
When unavoid-
able small dents appear
in
the
propeller
blades,
they
should
be immedi-
ately
corrected
as
described
in Section
V under
propeller
care.
Prior
to take-off
from
fields
above
5000 feet elevation,
the
mixture
should
be leaned
to
give
maximum
RPM
in a full-throttle,
static
runup.
WING
FLAP SETTINGS.
Normal
and obstacle
clearance
take-offs
are
performed
with wing
flaps
up.
The use
of
10° flaps
will
shorten
the
ground
run
approximately
10°/o, but
this
advantage
is lost in
the
climb
to
a 50-foot
obstacle.
There-
fore,
the
use
of 10°
flaps
is reserved
for minimum
ground
runs
or
for
take-off
from
soft
or rough
fields.
If
10°
of flaps
are
used
for minimum
2-9
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