Blenderpilot,
The fact is that you don't solve the TR problem with an engine cut, you just make it another problem - an immediate power off landing/ditch/crash. It might be a bit better, but only a bit in many cases.
Why not face the issue you identify, a very valid one - the exposure and vulnerability of the tail rotor.
As pilots we are suckered constantly by our training. We are trained on how to handle a TR failure - cut the throttle, which certainly does not handle anything, it merely replaces one emergency with another one. That way, we look at the film, and with no actual thought, begin to discuss engine controls. WRONG. We should be discussing TR vulnerability, and how to solve it. (Similarly, our OEI training conditions us to believe engine failure is the biggest problem, and we should have two big engines so that one is an option, unnecessary until the first fails.)
Look at the geometry of helos in the 332's class, and how most protect the TR with the tail cone, stabilizer and other strong meat but how the 332 uses a small, weak skeg as the only line of defense between the ground and a major emergency.
If we ppruners are to actually help our condition, we have to learn to discuss the real issues, and not drift off into la la land where traditional conditioned reaction is a substitute for real thought.