The TPs certainly settled the question quite categorically - you can get dynamic rollover in a Sea King. It is a hot topic in the Sea King force at the moment and there are several factors that can make you more prone to rollover:
nose down slope (TR thrust vector is higher thus increasing the rolling moment about the right wheel),
crosswind from the left (reduces the amount of cyclic available to counter any roll as you have to use more left cyclic to keep the disc level)
lateral slope (the classic example of the right wheel up slope is valid but equally with left wheel up slope the resoring moment of the mass acting through the C of G is much closer to the right wheel and therefore less effective)
low fuel state (as the fuel load reduces, the vertical C of G rises reducing static stability and the resoring moment is reduced)
lateral C of G (this is not usually calculated but could easily be off to the right depending on where the crew and passengers are sitting)
poor visual cues (night ops are the obvious example where it is very difficult to see the tip path plane and therefore keep the disc level)
A typical SAR scenario might be at a hospital HLS at night after a long job (low fuel and tired crew) with the wind off to the left and an unfavourable slope (easily managed if you land with the cabin door facing the best direction for patient offload and then shut down). Forgetting to engage the ASE would just be the icing on the cake!
Prevention is better than cure so keep the dics level during take off!
PS grabbing a handful of lever to try and break ground contact before the rotors impact just will not work no matter how many people kid themselves that it will.