LIFT-OFF AT LOW AIRSPEED AND HIGH ANGLE OF ATTACK
Because of ground effect, your gyroplane might be able to become airborne at an airspeed less than minimum level flight speed. In this situation, the gyroplane is flying well behind the power curve and at such a high angle of attack that unless a correction is made, there will be little or no acceleration toward best climb speed. This condition is often encountered in gyroplanes capable of jump takeoffs. Jumping without sufficient rotor inertia to allow enough time to accelerate through minimum level flight speed, usually results in your gyroplane touching down after liftoff. If you do touch down after performing a jump takeoff, you should abort the takeoff.
During a rolling takeoff, if the gyroplane is forced into the air too early, you could get into the same situation. It is important to recognize this situation and take immediate corrective action. You can either abort the takeoff, if enough runway exists, or lower the nose and accelerate to the best climb speed. If you choose to continue the takeoff, verify that full power is applied, then, slowly lower the nose, making sure the gyroplane does not contact the surface. While in ground effect, accelerate to the best climb speed. Then, adjust the nose pitch attitude to maintain that airspeed.
 

COMMON ERRORS
The following errors might occur when practicing a lift-off at a low airspeed.
1 Failure to check rotor for proper operation, track, and r.p.m. prior to initiating takeoff.
2 Use of a power setting that does not simulate a “behind the power curve” situation.
3 Poor directional control.
4 Rotation at a speed that is inappropriate for the maneuver.
5 Poor judgement in determining whether to abort or continue takeoff.
6 Failure to establish and maintain proper climb attitude and airspeed, if takeoff is continued.
7 Not maintaining the desired ground track during the climb.

PILOT-INDUCED OSCILLATION (PIO)
Pilot-induced oscillation, sometimes referred to as porpoising, is an unintentional up-and-down oscillation of the gyroplane accompanied with alternating climbs and descents of the aircraft. PIO is often the result of an inexperienced pilot overcontrolling the gyroplane, but this condition can also be induced by gusty wind conditions. While this condition is usually thought of as a longitudinal problem, it can also happen laterally.
As with most other rotor-wing aircraft, gyroplanes experience a slight delay between control input and the reaction of the aircraft. This delay may cause an inexperienced pilot to apply more control input than required, causing a greater aircraft response than was desired. Once the error has been recognized, opposite control input is applied to correct the flight attitude. Because of the nature of the delay in aircraft response, it is possible for the corrections to be out of synchronization with the movements of the aircraft and aggravate the undesired changes in attitude. The result is PIO, or unintentional oscillations that can grow rapidly in magnitude. [Figure 21-1]