Certificated gyroplanes using conventional aircraft engines have a checklist that includes items specific to the powerplant. These normally include, but are not limited to, checks for magneto drop, carburetor heat, and, if a constant speed propeller is installed, that it be cycled for proper operation.

Following the engine run-up is the procedure for accomplishing prerotation. This should be reviewed and committed to memory, as it typically requires both hands to perform.

Prerotation of the rotor can take many forms in a gyroplane. The most basic method is to turn the rotor blades by hand. On a typical gyroplane with a counterclockwise rotating rotor, prerotation by hand is done on the right side of the rotor disk. This allows body movement to be directed away from the propeller to minimize the risk of injury. Other methods of prerotation include using mechanical, electrical, or hydraulic means for the initial blade spin-up. Many of these systems can achieve only a portion of the rotor speed that is necessary for takeoff. After the prerotator is disengaged, taxi the gyroplane with the rotor disk tilted aft to allow airflow through the rotor. This increases rotor speed to flight r.p.m. In windy conditions, facing the gyroplane into the wind during prerotation assists in achieving the highest possible rotor speed from the prerotator. A factor often overlooked that can negatively affect the prerotation speed is the cleanliness of the rotor blades. For maximum efficiency, it is recommended that the rotor blades be cleaned periodically.

By obtaining the maximum possible rotor speed through the use of proper prerotation techniques, you minimize the length of the ground roll that is required to get the gyroplane airborne.

The prerotators on certificated gyroplanes remove the possibility of blade flap during prerotation. Before the clutch can be engaged, the pitch must be removed from the blades. The rotor is then prerotated with a 0° angle of attack on the blades, which prevents lift from being produced and precludes the possibility of flapping.

When the desired rotor speed is achieved, blade pitch is increased for takeoff.

Takeoffs are classified according to the takeoff surface, obstructions, and atmospheric conditions. Each type of takeoff assumes that certain conditions exist. When conditions dictate, a combination of takeoff techniques can be used. Two important speeds used for takeoff and initial climbout are V_X and V_Y. V_X is defined as the speed that provides the best angle of climb, and will yield the maximum altitude gain over a given distance.

This speed is normally used when obstacles on the ground are a factor. Maintaining V_Y speed ensures the aircraft will climb at its maximum rate, providing the most altitude gain for a given period of time.

[Figure 20-4] Prior to any takeoff or maneuver, you should ensure that the area is clear of other traffic.

The normal takeoff assumes that a prepared surface of adequate length is available and that there are no high obstructions to be cleared within the takeoff path. The normal takeoff for most amateur-built gyroplanes is accomplished by prerotating to sufficient rotor r.p.m. to prevent blade flapping and tilting the rotor back with cyclic control. Using a speed of 20 to 30 m.p.h., allow the rotor to accelerate and begin producing lift. As lift increases, move the cyclic forward to decrease the pitch angle on the rotor disc. When appreciable lift is being produced, the nose of the aircraft rises, and you can feel an increase in drag. Using coordinated throttle and flight control inputs, balance the gyroplane on the main gear without the nose wheel or tail wheel in contact with the surface. At this point, smoothly increase power to full thrust and hold the nose at takeoff attitude with cyclic pressure. The gyroplane will lift off at or near the minimum power required speed for the aircraft. V_X should be used for the initial climb, then V_Y for the remainder of the climb phase.

A normal takeoff for certificated gyroplanes is accomplished by prerotating to a rotor r.p.m. slightly above that required for flight and disengaging the rotor drive.

The brakes are then released and full power is applied.

Lift off will not occur until the blade pitch is increased to the normal in-flight setting and the rotor disk tilted aft. This is normally accomplished at approximately 30 to 40 m.p.h. The gyroplane should then be allowed to accelerate to V_X for the initial climb, followed by V_Y 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.

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.