I think that's a pretty good sum up above. It's also very smooth which is a bonus for passengers and crews alike (though it does have a particularly harsh 5 per coming into land through about 25 kts). If you are a single pilot operation it is very well suited to that.
Has a good range on standard tanks: 1000 kg fuel with burn down to 290ish kg/hr at FL 80 and 160 kt TAS. SL gives about 340 kg/hr at 150-155 kt TAS.
The helipad profile does exist now, but is very limited. The current weights are a reflection of the need to maintain a 35 ft clearance from the ground during a continued take off, with TDP at 100ft, but climbing higher is not possible because of the vertical speed/undercarriage considerations during a rejected take off (currently it is possible to reach 1000 f/min if at max helipad weight and rejecting from 99 ft).
The 5th blade and fenestron are very hungry at low speeds, but once above 15-25 kts the scene changes quickly. If you depart heliports/runways then fly to a windy rig, no problem. If you want lots of confined area and hovering OGE ops, not so good.
A certain Danish operator uses the B1 offshore in the North Sea, and as far as I'm aware are very happy with it in that role.
Build quality is not what it might be which can result in frustrating unserviceabilities.
Currently has short service intervals for major checks and component changes, e.g. 600 hr check takes a couple of weeks and MGB is lifed at 1800 hrs at the moment. Awkward for a single or twin a/c, but busy, operation perhaps?
Rumour is that a B2 is round the corner, fitted with the TM Ardiden (a derivative of the TM-333)
Can't comment on the air-conditioning, unfortunately!