Cyclic, one problem is that we don't have the graphs required to calculate CDPs etc for perf A ops, so even if we wanted to do it, no-one would pay the money for Westlands/Qinetic to provide the data.
Secondly, for most of our rescues, the towering take off from the hospital site is done after the casualty has been off-loaded so only mil personnel are on the aircraft (acceptable risk).
Thirdly, the vertical reject is covered during basic and advanced confined area training at Shawbury and we regularly do an advanced single engine training package in the aircraft with both vertical rejects and flyaways practised. How many AA trg setups actually pull an engine and droop the Nr to minimum to practise these profiles?
So you flew a Class 1 helipad profile in a Sea King - using what performance data and when did you pull the engine? If you mean you reversed up and back to 150' or similar then you are ignoring the increased exposure time in your risk analysis - the quicker you get SSE the better.