Outwest:
Someone in the company must own the knowledge that led to proposal to amend the SOPs; that person must have had a conceptual view when the procedures were revised to include the 'flyaway' call - he/she would be my first port of call.
As I said in my previous post (for the S61), if the engine fails immediately after the cyclic input, (unless you have a strong wind or are extremely light) there is a high probability that the helicopter will strike the deck-edge - this first phase exposure lasts for about a couple of seconds; following that, and depending upon the height of the helideck, there will be a period during which a ditching will be inevitable - this second phase also lasts for about a couple of seconds.
Drop down is sensitive to the Pitch Attitude (PA) adopted at rotation - in light winds, the optimum PA will be about 20 degrees; in strong winds the same PA will increase the drop down by about 75ft - my point, there needs to be a pre-considered strategy; diving to achieve 35kts could increase the drop down and result in a ditching. Deck edge clearance is also sensitive to PA but will not produce the same detrimental effect if the light wind PA is flown in strong winds. My point about the rule-of-thumb was that it probably marks the end of exposure - nothing more - but at least at that point both members become go oriented and ditching drills can be set out-of-mind.
During an engine failure after the RP, the decision to continue the takeoff or conduct a ditching depends upon the airspeed and/or available dropdown at the Engine Failure Point (EFP). If the helicopter is in the second phase exposure (to ditching), as the aircraft approaches 50 ft AGL the pilot should raise the nose. If the rate of descent is stopped prior to 50 ft AGL, the takeoff should be continued. If the rate of descent is not stopped prior to 50 ft AGL, a ditching should be accomplished.
It is difficult to be more precise than that unless data exists and the take-off mass has been adjusted for drop down. If such data exists, the procedure becomes deterministic and only the RP has to be called.
Providing your company can resolve the issues, the introduction of the call will assist with crew coordination but it must be meaningful. As Helmet fire indicated, 'committed' can be used in the landing phase - this has real meaning as it ends the option to go-around (or ditching if that is the only/best option). The committal point should be set at the last point at which both options exist. For take-off, 'going' is a good call as it indicates (in the absence of physical cues) that the PF has input cyclic. Later calls are problematic as they signify nothing unless they are set to Vstayup or some other positive point.