Matthew, Thanks for your thoughts.
As far as translating forward is concerned, like I said you need drop down height, and with smooth controlling it doesnt present a great deal of problem, provided you are aware of your actions prior to and after your selected fly away point, to ditch or to fly in the event of a failure. Thats the second part of the equation.
However like most things mechanical, they have a tendancy to fail at the time of most stress, under the highest power requirement, and to me on the edge of the deck or on the way over the edge, is probably worse than in flight clear of the deck.
Now I didnt say that this excess power was available only with the wind on the right tail quarter. I do agree a headwind is always the best option, IF it is available ( obstructions etc...). I have noted that wind within a 360 arc around the aircraft that from the angle I suggest you will note a considerably less torque requirement. Try it without effecting your takeoff and you may become a believer.
As far as CG is concerned, I can only say within limits, because with this operation we effect up to 70 takeoffs and landings per day at offshore facilities with many varying numbers of pax and freight. To work out CG closely to figures becomes impractical.
Having said that, with the extremely high numbers of t/o's and landings, we do find many situations in which one can find little nuances such as this one Ive passed to this forum.
The thoughts on the tail rotor wash may be the answer as to why this works. Appreciate the input. Thanks