Though I understand why you like to think of the systems in terms of "powered" and "passive", I think that is where your question actually has its origins. In fact, the control systems are both "powered" but just to different speeds. The rotor blade is merely a wing that rotates to get its airflow, rather than fixed wing that relies on fuselage speed for its airflow, thus the rotor blade generates lift independantly (but not in isolation from) its fuselage, but the wing cannot.
Gust spreads in turbulance can exceed (but rarely do) 30kts. Given a typical small aircraft approach speed of 80 kias to keep the wing flying with good controlability, a gust spread of 30kts can take the speed down to 50 kts and thus cause stall: hence the need for an increased approach speed in tubulance. The typical helicopter blade is travelling at over 300 kts (tip speeds higher, root speeds lower). Thus a 30 kt deviation of gust spread has much less effect, and will not produce a blade stall. Hence approach speeds are relatively irrelevant other than for comfort.
Comfort is a factor because of the other difference of the rotor disk system over the fixed wing: whilst the 30kt gust might reduce airflow over both wings of a fixed wing, it will actually only reduce on one side of the disk (advancing) and increase on the other (retreating). Thus whilst the fixed wing may suffer a considerable loss of lift from a 30kt windspeed reduction (velocity is squared in the lift equation) the rotor disk can flap to equality to somewhat balance loss on the advancing against gain on the retreating to produce a system that may or may not reflect an overall loss of lift. That rebalce is associated with a lumpy ride in the machine.
Whilst the above is true at higher speeds, at very low speeds (below 20kias), the helicopter becomes vulnerable to gust spreads. A 30kt spread is more than capable of oscillating the rotor system in and out of translational lift and thus causing both large fluctuations in overal lift, and attendant power changes from the pilot attempting to maintain a constant angle. If you are short of power (heavy, high, hot) then you become very vulnerable to the gust spread exposing the lack of power margin in this way. At 35kts on approach, you would be unlikely to be close to the ground, thus a gust reducing wind by 30 kts would put you in a situation suddenly requiring OGE power. On the face of it then, it would make sense to keep approach speeds high for helicopters BUT helicopters generally have to slow to zero (ish) for landing and cannot simply whack on a few knots to shield the risks of gust spread - and high spproach speeds will also require greater power margins too.
Therefore, helicopter or fixed wing, large gust spreads can really hurt close to the ground. The fixed wing can increase approach speed to compensate, but the helicopter would be best advised to increase power margins rather than speeds - at least to include OGE plus a bit for gust spreads over 15kts. Using Mathew's rule of thumb for the speed is a great idea if first you determine that have the power to cope.