able small dents appear in the propeller blades, they should be immediate
ly corrected as described in Section
IV.
Prior to take-off from fields above 5000 feet elevation, the mixture
should be leaned to give maximwn RPM in a full-throttle, static runup.
FLAP SETTINGS.
Normal and obstacle clearance take-offs are performed with flaps up.
The use of 10° flaps will shorten the ground run approximately
10%,
but
this advantage is lost in the climb to a 50-foot obstacle. Therefore the
use of 10° flap is reserved for minimum ground runs or for take-off
from soft or rough fields with no obstacles ahead.
If
10° of flaps are used in ground runs, it is preferable to leave
them
extended rather than retract them in the climb to the obstacle. The
ex
ception to this rule would be in a high altitude take-off in hot weather
where climb would be marginal with flaps 10°.
Flap deflections of 30° and 40° are not recommended at any time for
take-off.
PERFORMANCE CHARTS.
Consult the take-off chart in Section
V
for take-off distances under
various gross weight, altitude, and headwind conditions.
CROSSWIND TAKE-OFFS.
Take-offs into strong crosswinds normally are performed with the
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 higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
CLIMB.
CLIMB DATA.
For detailed data, see Maximum Rate-of-Climb Data chart in
Section
V.
2-9
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