With similiar logic, we'd be evaluating a Harrier against a Chinook and determine it's OEI performance is unacceptable, cargo capacity is unsatisfactory, etc.
The point has been made over and over again. The V22 is not a heavy lift helicopter. Like Nick said, there could be a very large tilt rotor market, but it won't be heavy lift.
I'm certain the people advertising capabilities of the V22 understand that it's limitations and capabilities quite well. Because it is replacing the H46, that leads people to compare the two. Not realistic, but understandable.
With the restructuring of Western Militaries towards littoral ops and smaller fighting forces the requirements of support helicopters are changing towards the capabilities of the V22. But that's a whole different thread that's probably more suitable at a different site.
The 609 market will be very interesting to see evolve. The points about Cat A performance may prove a point about safety legislation I tried to make some time ago. When Corporate Executives see the capability of a 609 from rooftop heliport in Dallas to rooftop heliport in New York they may quickly lobby to omit the Cat A requirements to place convenience over safety. (might want to check the distances involved, but you get the point)
As far as skill requirements for the pilots, the helicopter side is easily the critical training. Some fixed wing flying should occur, but single engine is sufficient. The sync shaft (?) ensures both proprotors will always be turning, so assymetric thrust is not an issue. That gives a basic skill set, the licences sought should be PPL(H) then CPL(V) (vectored?), with time on type requirements to upgrade to an ATPL(V). Credits given to dual licence holders at each level as well as special skills such as Harrier endorsements.