A couple of points -
The whole Chinook flight control system is very complex. There is collective and lateral tilt on the swashplates, but no fore-aft tilt through the mechanical flight controls. The fore-aft tilt is done only through the Longitudinal Cyclic Trims (LCT) which program as a function of airspeed and density altitude. They must be extending by 60 knots, and the Vne with the aft one not extended is 100 KIAS. The reason for this is the aft shaft from the transmission to the rotorhead would be under way too much flapback beyond 100 KIAS. In fact, the alternate way to tell the aft LCT isn't programming is that 100 KIAS, it got quite smooth as the aft head was now not intermeshing with the forward head.
The LCT system is how the fuselage stays level in all flight attitudes - an interesting system.
As for the system being more efficient with some yaw, the Canadian Air Force version of the CH-46 had a gauge for most efficient yaw angle to be used following an engine failure. Only instance I know of this being measured and used. The yaw angle came from the AFCS which measured and controlled yaw with differential sideslip from the things on the front that look like static ports.
Confused yet?