I concur with 212-man.
Flying offshore our greatest risk is no. 3: outside the required performance range in case of OEI.
A short annecdote: at an offshore operator a certain Captain was considered "pedantic" by the handling agent as quite often he would refuse mailbags of 3-5 lbs because the helicopter would be above MAUW for (onshore) Take Off.
However, one bad day he (as well as his copilot and ground staff) failed to notice that a passenger got confused and joined the group travelling on his medium helicopter. They duly departed and it was not until they had been airborne for a good number of minutes that the error was spotted, an extra landing had to be planned to disembark the extra passenger and afterwards an occurrence report had to be filed.
While everybody had a good chuckle, he did exceed 1. and 3 and possibly 2.
Component life was recalculated and staff retrained but it could have ended badly if they had suffered a power failure.
Would be interested in reading the finished article.