John, thanks for the clarification, it agrees with my experience instructing on the Lynx which, as I am sure you know, has a very high effective hinge offset. All the display manoeuvres are flown without the stab, partly to give maximum responsiveness and partly because the gyros would topple anyway.
When performing loops or backflips where a maximum cyclic displacement and high rate of application is required, the amount of left cyclic required to keep the 'wings' level is quite noticeable.
However, I have heard arguments from both sides about whether or not the rotor is a gyro since it has little mass (compared to a similar sized gyro) and a very low rotational speed.
I don't see any reason why there shouldn't be some precessing forces when dealing with rapid applications of cyclic but the waters are muddied by the teaching in the US that phase lag is a function of precession rather than aerodynamic forces.
Equally, I can see that because the highest AoA is always on the left side of the disc, increasing rotor thrust using aft cyclic will give an overall increase of AoA and the higher angles on the left side could well produce that same right roll. This would agree with experience in steep turns to the right where, once the desired AoB has been reached in steady state, an application of collective again makes the aircraft roll further right and more left cyclic is required to compensate.