On January 25, 2018, about 1447 eastern standard time, an experimental amateur-built, Foxdominator gyroplane, N412MF, sustained substantial damage when it was involved in an accident at Indiantown Airport (X58), Indiantown, Florida. The pilot sustained serious injuries. The gyroplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot, who was also the builder and owner of the gyroplane, stated that he was planning a 10-minute flight in the gyroplane to his home airport after condition inspections were completed. He did not obtain a weather brief. He reported that he knew of no mechanical malfunctions or issues with the gyroplane before the takeoff attempt and that the engine started and ran up normally and the brakes were operating. He had limited recollection of the accident, but he did recall that the wind was strong and gusting and he attempted to takeoff into the wind. The gyroplane bounced during the takeoff roll and then tipped over. A witness stated that a strong crosswind existed at the airport that afternoon, that the airport windsock was "standing straight out," and that the wind was gusting from the northeast. He estimated that the wind was between about 20 and 30 knots. While in the maintenance facility, he heard the gyroplane’s engine start up, and he went outside to see who was flying in these conditions. He watched the gyroplane taxi to runway 13 and noted that the engine sounded normal. The gyroplane lined up on the far right side of the 6,300-ft-long runway and then began the takeoff roll about “5,700” ft down the runway. It began the takeoff roll moving diagonally to the left side heading 110°, rolled past the runway side markers, turned right to parallel the runway, and then continued the takeoff roll. Subsequently, the gyroplane went past the runway end and impacted a small ditch and then an elevated road embankment. The gyroplane then "flipped over" at least twice while crossing the road and then descended a steep embankment. He said the gyroplane did not lift off before impact. The witness called 911, and emergency crews were dispatched. The pilot was air evacuated to a local hospital. A review of photographs of the wreckage revealed that it had sustained substantial damage to the fuselage, rotor, and rudder. During examination of the accident site, tire marks were evident starting about 5,700 ft down, and parallel to, the left side of runway 13 and extending through a ditch about 200 ft beyond the runway end and then up a steep embankment. Ground scars were evident crossing the elevated dirt road and going down the other side of the embankment, at the bottom of which the airplane came to rest. All the gyroplane’s components appeared present at the wreckage site. Examination of the engine revealed evidence of impact and fractured propeller blades and damaged rotor, and the flight controls and engine appeared to be attached with no separations or failures noted. A review of the gyroplane’s maintenance records revealed that condition inspections were completed the morning of the flight, at which time the engine was operated with no anomalies noted. The pilot stated that he had no operational manuals for reference. According to Federal Aviation Administration airport records, the X58 runway was 6,300 ft long and had turf surface in good condition. A review of airport photographs indicated that the area along side runway 13 was also a level turf surface with no obstructions. The nearest weather reporting site, which was 15 miles away, was Witham Field Airport (KSUA). The wind was reported 050° at 14 knots gusting to 25 around the time of the accident. The pilot stated that he had no personal crosswind limit because he performed takeoffs into the wind. The crosswind component for X58 runway 13 at the time of the accident was between 13 and 29 knots, based on the witness statement and the reported winds at the nearest airport. The Federal Aviation Administration Rotorcraft Flying Handbook (FAA-H-8083-21) chapter 21 (Gyroplane emergencies) indicates that: Prior to every takeoff, consideration must be given to a course of action should the takeoff become undesirable or unsafe. Mechanical failures, obstructions on the takeoff surface, and changing weather conditions are all factors that could compromise the safety of a takeoff and constitute a reason to abort. By initiating the abort procedure early, more time and distance will be available to bring the gyrocopter to a stop. A late decision to abort, can result in a dangerous situation with little time to respond and very few options available. Chapter 20, Gyroplane Operations, indicates that a common error during takeoff is the failure to position the gyroplane for maximum utilization of available takeoff area.