Instrument Flying
This is much the same as for fixed wing, but there are a couple of differences worth noting. Firstly, thrust and lift come from the same source, that is, the main rotors, so you can have different attitudes than expected when climbing, descending, or in level flight, so you need to learn particular power settings for particular stages of flight to do it correctly. These, of course, are controlled by the collective and displayed on the torquemeter. The AI indicates fuselage and not disc attitude, so does not always tell you what the aircraft is actually doing – you could be nose-up and still descending at 60 kts, so more cross-checking with other instruments is required than with a fixed wing aircraft. Put another way, while it is still important, the AI loses a little of its distinction.
Also, the ability to fly at low speed, say, below 60 kts, means that the pitot-static instruments become less reliable. You also get reduced stability, which is why there is a minimum IMC control speed (Vmini), below which you shouldn’t go into cloud, as well as minimum speeds with one engine out, should you have two.
Having said that, the attitude + power = performance equation is still valid.

Notes

Operational Stuff

VFR En-Route Minima
A US Army study indicates that it takes about 5 seconds to perceive a problem, make a decision and start a correction. At 80 kts TAS, therefore, you will move 676 feet and get still closer as you turn away from an obstacle, the distance being equal to the radius of the turn which, in this case, would be 984 feet, assuming 30° of bank, giving you a total distance of 1660 feet to cope with, which is not good if your visibility is only 1000 feet! So, in bad weather, you need to slow down, certainly enough to give you a two-minute visual reference ahead.
Flying VMC on top of cloud in single-engined machines is not allowed because performance rules require that, if an engine fails, you must remain in sight of the surface, and be able to carry out a safe forced landing. DO NOT LOSE SIGHT OF THE GROUND AT ALL IN THE ARCTIC.
Over water
When crossing estuaries, it's a good idea to see the other side before leaving the side you're on, so you get as little of the goldfish-bowl effect as possible. Try also keeping sight of the shoreline. Out of sight of land, the visibility should be greater than 1500m by day and 5 km by night.

Landing Sites
In the UK, aircraft below 2730 kg MAUW don't need a licensed aerodrome, provided the flights do not begin and end at the same place, take place at night, are not for training or are not regular services. Otherwise, licensed aerodromes must be used for scheduled services and training.
Also, in UK, the owner of a piece of land does not need special permission to use it as a Helicopter Landing Site provided certain conditions are met. Naturally, it must not be in a congested area, otherwise you will come up against the ANO. It must also be only for private or business use, that of any employees, or people specifically visiting for social or business purposes. Finally, no structure must be erected in connection with its use for helicopters, aside from temporary ones (such as windsocks), otherwise the Planning Permission (Zoning) people will become interested—there's no need to notify them of anything unless the land is to be used as a helipad on more than 28 days in any year. In fact, current planning regulations allow a helicopter to be used for personal, business and leisure uses “as many people use a private car” from the owner’s dwelling house without limitation, making it exempt from planning control, provided the use is incidental, or ancillary to, the principal use of the land. Also, the local police should be informed, as well as the other emergency services, especially where the public would normally have a right-of-way (such as a park).