Where a technique differs, it will be noted. For example, a power increase on a helicopter with a clockwise rotor system requires right antitorque pedal pressure instead of left pedal pressure. In many cases, the terminology “apply proper pedal pressure” is used to indicate both types of rotor systems. However, when discussing throttle coordination to maintain proper r.p.m., there will be no differentiation between those helicopters with a governor and those without. In a sense, the governor is doing the work for you. In addition, instead of using the terms collective pitch control and the cyclic pitch control throughout the chapter, these controls are referred to as just collective and cyclic.
Because helicopter performance varies with different weather conditions and aircraft loading, specific nose attitudes and power settings will not be discussed. In addition, this chapter does not detail each and every attitude of a helicopter in the various flight maneuvers, nor each and every move you must make in order to perform a given maneuver.
When a maneuver is presented, there will be a brief description, followed by the technique to accomplish the maneuver. In most cases, there is a list of common errors at the end of the discussion. 
 

PREFLIGHT
Before any flight, you must ensure the helicopter is airworthy by inspecting it according to the rotorcraft flight manual, pilot’s operating handbook, or other information supplied either by the operator or the manufacturer. Remember that as pilot in command, it is your responsibility to ensure the aircraft is in an airworthy condition.
In preparation for flight, the use of a checklist is important so that no item is overlooked. Follow the manufacturer’s suggested outline for both the inside and outside inspection. This ensures that all the items the manufacturer feels are important are checked. Obviously, if there are other items you feel might need attention, inspect them as well.
 
 

MINIMUM EQUIPMENT LISTS (MELS) AND OPERATIONS WITH INOPERATIVE EQUIPMENT
The Code of Federal Regulations (CFRs) requires that all aircraft instruments and installed equipment be operative prior to each departure. However, when the FAA adopted the minimum equipment list (MEL) concept for 14 CFR part 91 operations, flights were allowed with inoperative items, as long as the inoperative items were determined to be nonessential for safe flight. At the same time, it allowed part 91 operators, without an MEL, to defer repairs on nonessential equipment within the guidelines of part 91.
There are two primary methods of deferring maintenance on rotorcraft operating under part 91. They are the deferral provision of 14 CFR part 91, section 91.213(d) and an FAA-approved MEL.
The deferral provision of section 91.213(d) is widely used by most pilot/operators. Its popularity is due to simplicity and minimal paperwork. When inoperative equipment is found during preflight or prior to departure, the decision should be to cancel the flight, obtain maintenance prior to flight, or to defer the item or equipment.