With the greatest of respect, I wish to point out the logical fallacies going on here and my slavish devotion to "the book".
Some have suggested that "the book" includes procedures that are capable of being followed by pilots of low skill levels and that superior beings are free to practice other procedures which produce superior results. In one case, someone even posted that they could get much better performance from their aircraft than the performance charts indicated by using different procedures from those specified!
This is deceptive. As my arrow manual says :"(the performance detailed herein)...can be duplicated by following the stated procedures in a properly maintained aeroplane". In other words they are repeatable, if you adhere to them, they work every time. I mean it quite literally when I quote an instructor who wrote;" If you don't follow the book you are literally your own test pilot." In other words, they are repeatable.
To put it yet another way, the flight envelope (remember that lift/drag/ attitude thing?) has been established in conjunction with the procedures in the book. Use any other procedure near the edge of the envelope and you risk disaster. It was this unknown territory that claimed an acquiantance of mine, a highly experienced former leader of the fleet air arm (Australian Navy) who was helping a mate test fly his experimental turbine powered Lancair. They were testing its stalling behaviour and on the third stall they entered what appears to have been an unrecoverable spin.
The tone of one or two posts here seems to suggest an even lower level of experience than I've got, or a flippant attitude to safety, which bugs me enough to reply in the first place. I try and do at least one short gravel strip a month to keep my hand in. These strips are about fifteen feet wide with a high crown and one of them has rising terrain, trees and powerlines quite close to one end.
They require great concentration, as well as instant reactions if things are not going to plan. These strips, and thousands like them, are definitely not places to be reaching for a Flap switch or Johansen bar at fifty knots. During your takeoff roll, your right hand should be holding in the throttle/prop/mixture and nowhere else. Your eyes should be on either on your airspeed or your abort point (rule of thumb - 70% speed at halfway), or the windsock.
Here's a tip, next time you do a flight review, tell your examiner that you can get better performance from the aircraft than whats published in the book, and that you have some real great non-standard procedures to achieve them that you are going to demonstrate to him, and see what happens next.
PS: QDM,
"Today on the radio an MP was introducing a bill to limit (yes, by law!) domestic hot water temp to 48 degrees so that babies don't get scalded. Many of us fly because it gives a feeling of release and freedom from this kind of BS we have to put up with in society today. Don't let's infuse flying with the same neurotic over-protection."
QDM, there is by law in, at least this State in Australia, a thing called a tempering valve, installed in all new homes, that limits maximum water temperature to around 48 degrees by mixing hot and cold. The valve costs about forty dollars.
Its fitment was requested by pediatric burns surgeons, hardly purveyors of "neurotic over-protection" after considerable research into both the causes of pediatric burns and the cost/benefit of doing something about it.
We were also the first State in the world to require seatbelts be fitted to cars.
Good luck with your Cub, I'll continue to neurotically stay within the boundaries of the flight envelope and the specifed procedures.