The Bristol Sycamore HR 14. In service as a trainer at Tern Hill when I did my helicopter conversion. The collective was fairly large, in the middle with a throttle that went outwards from the LHS like a motorcycle throttle.
The technique for the RHS pilot was to have his hand on top of the throttle grip that was on his side so that as he raised it the natural wrist movement would open the throttle. The LHS (instructor) would have his hand under the grip to do the same thing. The throttle cam did not work that well so you had to open the tap as the lever started but close it a bit as you reached to top to keep the Rrpm reasonably constant.
The cycle was fully manual with spring Q feel adjusted by rotary trimwheels much like a fixed wing. The controls were quite heavy and one learned to anticipate the trim required during various stages of flight, ie coming to the hover. Otherwise one was fighting for control with a collective waiting for you to take you hand off to adjust the trim before it jumped to full up or down.
All the instructors had about an hour solo to get used to the LHS after type conversion and some preferred to fly it that way when solo. The handling demonstrator at Tern Hill used to strap some poor airman into the RHS and then terrify everybody with wingovers and REAL torque turns.
I was given a go by my instructor and it did not take long to adjust the |mindset to the LHS. Subsequently during my offshore days on the AS 332L if I was flying in the LHS giving P1 u/s I would take out the HYD AP and found that flying cross control was very similar to a large Sycamore; even the shuffle just before touchdown.
However: Could I guarantee to be fully in control should some major emergency crop up requiring a few flashing hands? No, I don't think so.