I agree. Had one landing in my SC M912 up a grass hill before rain at night and the landing was near zero forward speed, but since steep incline the front tire contacted the grass sooner than normal. Well under the grass it was mud so came to a quick stop using all of the front suspension. If the tire was bigger I expect would have been less likely to dig in as much.
So about what you just wrote.
Imagine if you had a cranked keel instead of a straight keel. Then also think about if the diameter of the front tire was a bit smaller than mains.
What would that have allowed you to do?
It would allow you to rack up more allowing to keep front wheel from touching the ground longer because well geometry.
In a soft field landing, per PTS you are expected to land softly with power on and not allow front wheel to dig in and instead taxi off with a little speed (keeping power on) and stick back to keep front wheel light. Coming to a full stop in such a situation is not desirable exactly because you can dig in.
I even keep power on and wheelie forward to a better area. You have to have the practice to be able to wheelie with just mains on the ground lightly touching it but that is why soft field serious operations require these practice exercises on a particular model so pilot has got it all down before doing it for real. I can't say I have landed in a uphill steep climbing terrain but those would be my thoughts. Plenty of thunderstorms with rain that makes South Lakeland plenty soft here but its level.
In an tri-gear airplane or a trike (WSC) where there is practically no geometrical stop of a back keel hitting the ground, I can see this logic but in a pusher gyro with keel being the limiting factor, it is different.
D. TASK: SOFT-FIELD APPROACH AND LANDING
REFERENCES: FAA-H-8083-21; Gyroplane Flight Manual.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to a soft-field
approach and landing.
2. Considers the wind conditions, landing surface, and obstacles.
3. Selects a suitable touchdown area.
4. Establishes and maintains a stabilized approach at the
recommended airspeed, with gust correction factor applied, ±5
knots.
5. Establishes and maintains proper ground track with crosswind
correction, as necessary.
6. Makes smooth, timely, and correct control application during
the flare and touchdown.
7. Touches down smoothly, at a minimum forward airspeed with
no appreciable drift, and with the longitudinal axis aligned with
the intended landing path.
8. Maintains sufficient speed to taxi on soft surface.