SOFT-FIELD LANDING
Use the soft-field landing technique when the landing surface presents high wheel drag, such as mud, snow, sand, tall grass or standing water. The objective is to transfer the weight of the gyroplane from the rotor to the landing gear as gently and slowly as possible. With a headwind close to the touchdown speed of the gyroplane, a power approach can be made close to the minimum level flight speed. As you increase the nose pitch attitude just prior to touchdown, add additional power to cushion the landing. However, power should be removed, just as the wheels are ready to touch. This results is a very slow, gentle touchdown. In a strong headwind, avoid allowing the gyroplane to roll rearward at touchdown. After touchdown, smoothly and gently lower the nosewheel to the ground. Minimize the use of brakes, and remain aware that the nosewheel could dig in the soft surface.
When no wind exists, use a steep approach similar to a short-field landing so that the forward speed can be dissipated during the flare. Use the throttle to cushion the touchdown.
CROSSWIND LANDING
Crosswind landing technique is normally used in gyroplanes when a crosswind of approximately 15 m.p.h. or less exists. In conditions with higher crosswinds, it becomes very difficult, if not impossible, to maintain adequate compensation for the crosswind. In these conditions, the slow touchdown speed of a gyroplane allows a much safer option of turning directly into the wind and landing with little or no ground roll. Deciding when to use this technique, however, may be complicated by gusting winds or the characteristics of the particular landing area.
On final approach, establish a crab angle into the wind to maintain a ground track that is aligned with the extended centerline of the runway. Just before touchdown, remove the crab angle and bank the gyroplane slightly into the wind to prevent drift. Maintain longitudinal alignment with the runway using the rudder. In higher crosswinds, if full rudder deflection is not sufficient to maintain alignment with the runway, applying a slight amount of power can increase rudder effectiveness. The length of the flare should be reduced to allow a slightly higher touchdown speed than that used in a no-wind landing. Touchdown is made on the upwind main wheel first, with the other main wheel settling to the runway as forward momentum is lost. After landing, continue to keep the rotor tilted into the wind to maintain positive control during the rollout.
HIGH-ALTITUDE LANDING
A high-altitude landing assumes a density altitude near the limit of what is considered good climb performance
 
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for the gyroplane. When using the same indicated airspeed as that used for a normal approach at lower altitude, a high density altitude results in higher rotor
r.p.m. and a slightly higher rate of descent. The greater vertical velocity is a result of higher true airspeed as compared with that at low altitudes. When practicing high-altitude landings, it is prudent to first learn normal landings with a flare and roll out. Full flare, no roll landings should not be attempted until a good feel for aircraft response at higher altitudes has been acquired. As with high-altitude takeoffs, it is also important to consider the effects of higher altitude on engine performance.