D3 - I see where you are coming from but the ability of the cyclic to affect the attitude of the fuselage is determined by the control power - simply stated as the amount of leverage the blades have on the rotor mast.
Control power on a teetering head is next to zero whilst articulated heads have moderate control power and semi-rigid type heads have lots - it is about the physical distance of the flapping hinge from the rotor head or, in the case of semi rigid heads where there might not be physical hinges, the effective hinge offset.
So just looking at the tip path plane to see how far the cyclic can move the disc is not sufficient - whatever the cyclic displacement, the amount of thrust and roll momentum produced will be determined by the collective position.
It is for these reasons that R22s, 206s and other teetering (or near as dammit) head helicopters are more susceptible to dynamic rollover - moving the cyclic in the opposite direction just doesn't do much especially once the fuselage is already moving in the opposite direction.