Some reflections -
RW 1 - During your 45 degree turn the disc loading has increased way beyond 1G. The limit for the R22 (done well keeping myself off types until now I guess) is 53 degrees angle of bank resulting in the max. permissible disc loading (1.7G). At 45 degrees it is likely to be 1.4 or 1.5 G
and this would give you a greater margin against low or negative G so there is less of a problem than there would be in forward flight.
LZ-
'When he does this with the right cyclic bias he actually introduces a right roll component. This exacerbates the right roll caused by the tail rotor and he enters into a “violent” right roll. If he counters the right roll by pushing left cyclic he encounters violent flapping loads that result in mast bumping and/or fuselage incursion.'
OK. I do see your point but have one problem with this train of thought.
The main reason that low or negative G is a problem for this type of head is that cyclic
(and therefore disc) authority over the fuselage has been lost, This is what enables TR thrust to induce fuselage roll to the right and the possiblity of the hub and mast being in contention exists only because of this.
Why should a right cyclic bias exaserbate right fuselage roll? The cyclic (disc) has lost authority and cannot affect fuselage attitude. Add to that Outside loop's point about the hub/ mast clearance being increased
(not decreased) if any authority were present and it begins to look as if this particular type may have no more of a problem
than any other that is similarly constructed
and designed.
Chips - On balance I think I would go for a 'design out' rather than remedial acton but ecomomics may give it to the latter, as with many things in life.
Keep it coming - It can only be good for everyone in Aviation.
SPS