your responsibility to ensure the aircraft is in an air- worthy 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 inspec- tion. 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. From the previous chapters, it should be apparent that no two helicopters perform the same way. Even when flying the same model of helicopter, wind, temperature, humidity, weight, and equipment make it difficult to predict just how the helicopter will perform. Therefore, this chapter presents the basic flight maneuvers in a way that would apply to a majority of the helicopters. In most cases, the techniques described apply to small training helicopters with: 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 inopera- tive 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. 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 types of rotor systems. However, when discussing throt- tle coordination to maintain proper r.p.m., there will be no differentiation between those helicopters with a gov- ernor 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. There are two primary methods of deferring maintenance on rotorcraft operating under part 91. They are the defer- ral 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 depar- ture, the decision should be to cancel the flight, obtain maintenance prior to flight, or to defer the item or  equipment.  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. Maintenance deferrals are not used for in-flight discrep- ancies. The manufacturer's RFM/POH procedures are to be used in those situations. The discussion that  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 man- ufacturer. Remember that as pilot in command, it is Minimum Equipment List (MEL)—An inventory of instruments and equipment that may legally be inoperative, with the specific conditions under which an aircraft may be flown with such items inoperative. 9-1 PREFLIGHT MINIMUM EQUIPMENT LISTS (MELS) AND OPERATIONS WITH INOPERATIVE EQUIPMENT • A single, main rotor rotating in a counterclock- wise direction (looking downward on the rotor). • An antitorque system.