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If the prerotator is capable of spinning the rotor in
excess of normal flight r.p.m., the stored energy may be
used to enhance short-field performance. Once maximum
rotor r.p.m. is attained, disengage the rotor drive,
release the brakes, and apply power. As airspeed and
rotor r.p.m. increase, apply additional power until full
power is achieved. While remaining on the ground,
accelerate the gyroplane to a speed just prior to VX. At
that point, tilt the disk aft and increase the blade pitch
to the normal in-flight setting. The climb should be at a
speed just under VX until rotor r.p.m. has dropped to
normal flight r.p.m. or the obstruction has been cleared.
When the obstruction is no longer a factor, increase the
airspeed to VY.
COMMON ERRORS
1. Failure to position gyroplane for maximum
utilization of available takeoff area.
2. Failure to check rotor for proper operation, track,
and r.p.m. prior to takeoff.
3. Improper initial positioning of flight controls.
4. Improper application of power.
5. Improper use of brakes.
6. Poor directional control.
7. Failure to lift off at proper airspeed.
8. Failure to establish and maintain proper climb
attitude and airspeed.
9. Drifting from the desired ground track during the
climb.
HIGH-ALTITUDE TAKEOFF
A high-altitude takeoff is conducted in a manner very
similar to that of the short-field takeoff, which achieves
maximum performance from the aircraft during each
phase of the maneuver. One important consideration is
that at higher altitudes, rotor r.p.m. is higher for a given
blade pitch angle. This higher speed is a result of thinner
air, and is necessary to produce the same amount of
lift. The inertia of the excess rotor speed should not be
used in an attempt to enhance climb performance.
Another important consideration is the effect of altitude
on engine performance. As altitude increases, the
amount of oxygen available for combustion decreases.
In normally aspirated engines, it may be necessary to
aft. This is normally accomplished at approximately 30
to 40 m.p.h. The gyroplane should then be allowed to
accelerate to VX for the initial climb, followed by VY
for the remainder of the climb. On any takeoff in a
gyroplane, engine torque causes the aircraft to roll
opposite the direction of propeller rotation, and
adequate compensation must be made.
CROSSWIND TAKEOFF
A crosswind takeoff is much like a normal takeoff,
except that you have to use the flight controls to
compensate for the crosswind component. The term
crosswind component refers to that part of the wind
which acts at right angles to the takeoff path. Before
attempting any crosswind takeoff, refer to the flight
manual, if available, or the manufacturer’s recommendations
for any limitations.
Begin the maneuver by aligning the gyroplane into the
wind as much as possible. At airports with wide
runways, you might be able to angle your takeoff roll
down the runway to take advantage of as much headwind
as you can. As airspeed increases, gradually tilt
the rotor into the wind and use rudder pressure to
maintain runway heading. In most cases, you should
accelerate to a speed slightly faster than normal liftoff
speed. As you reach takeoff speed, the downwind wheel
lifts off the ground first, followed by the upwind wheel.
Once airborne, remove the cross-control inputs and
establish a crab, if runway heading is to be maintained.
Due to the maneuverability of the gyroplane, an immediate
turn into the wind after lift off can be safely executed,
if this does not cause a conflict with existing traffic.
COMMON ERRORS FOR NORMAL AND
CROSSWIND TAKEOFFS
1. Failure to check rotor for proper operation, track,
and r.p.m. prior to takeoff.
2. Improper initial positioning of flight controls.
3. Improper application of power.
4. Poor directional control.
5. Failure to lift off at proper airspeed.
6. Failure to establish and maintain proper climb
attitude and airspeed.
7. Drifting from the desired ground track during the
climb.
SHORT-FIELD TAKEOFF
Short-field takeoff and climb procedures may be
required when the usable takeoff surface is short, or
when it is restricted by obstructions, such as trees,
powerlines, or buildings, at the departure end. The
technique is identical to the normal takeoff, with
performance being optimized during each phase. Using
the help from wind and propwash, the maximum rotor
r.p.m. should be attained from the prerotator and full
Normally Aspirated—An engine that does not compensate for decreases
　
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