power applied as soon as appreciable lift is felt. V$_{X}$ climb speed should be maintained until the obstruction is cleared. Familiarity with the rotor acceleration  characteristics and proper technique are essential for optimum short-field performance. 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 recommen- dations for any limitations. 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 maxi- mum 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 V$_{X}$. 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 V$_{X}$ 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 V$_{Y}$. 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 head- wind 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 immedi- ate turn into the wind after lift off can be safely executed, if this does not cause a conflict with existing traffic. 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 thin- ner 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 alti- tude on engine performance. As altitude increases, the amount of oxygen available for combustion decreases. In  normally aspirated engines, it may be necessary to 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 in atmospheric pressure through turbocharging or other means. CROSSWIND TAKEOFF COMMON ERRORS COMMON ERRORS FOR NORMAL AND CROSSWIND TAKEOFFS HIGH-ALTITUDE TAKEOFF SHORT-FIELD TAKEOFF 20-4 7. Drifting from the desired ground track during the climb. 6. Failure to establish and maintain proper climb attitude and airspeed. 5. Failure to lift off at proper airspeed. 4. Poor directional control. 3. Improper application of power. 2. Improper initial positioning of flight controls. 1. Failure to check rotor for proper operation, track, and r.p.m. prior to takeoff. 9. Drifting from the desired ground track during the climb. 8. Failure to establish and maintain proper climb attitude and airspeed. 7. Failure to lift off at proper airspeed. 6. Poor directional control. 5. Improper use of brakes. 4. Improper application of power. 3. Improper initial positioning of flight controls. 2. Failure to check rotor for proper operation, track, and r.p.m. prior to takeoff. 1. Failure to position gyroplane for maximum  utilization of available takeoff area.