I'm no academic, but since its just come up in another thread, here's my take on static and dynamic rollover.
Static rollover, simply, is the angle at which the helicopter will 'fall over' if you lift it up by the skid or wheel (ie. lift the left skid of the parked aircraft until it passes the point of balance and tips over)...the angle at which its c of g passes outside the skid and it tips is the static rollover angle.
Dynamic rollover isn't really as simple as an angle...it has to do with a RATE of roll which exceeds the control authority (ie. land on with some sideways drift and the skid or wheel catches/touches the ground...if you're moving slowly, you may have the control authority to counter the rolling moment in which case you don't roll over and mess up the paint job...if you're moving more quickly and do the same thing the rolling moment may be too much and you won't have the control authority to counter the rolling moment in which case you get to EXPERIENCE dynamic rollover).
In my military rotary experience the aircraft has a defined static rollover angle (defined in the manual) and a sloping ground limit (also in the manual)...the sloping ground limits (I presume) are determined by the manufacturer AND the military test pilots who accept the aircraft into service and serve to keep me from accidentally exceeding any control limits whilst doing sloping ground landings (usually well within the aircrafts and my ability to handle with a big, fluffy safety margin).
Does this help at all?
All the best in 07.
HP