Nice manual Chuck!

A few comments:
In a hover you dont focus on the slipball. It can be completely off center and you can still be holding your position.

For gyroscopic precession the pilot control input is mechannicaly put 90 degrees before instead of after. For example in the Gazelle a cyclic fwd movement is taken care of on the left hand side of the rotor. In the Huey on the right.

Translating tendency: you are talking about the need to apply left rudder. This should be cyclic. A prop aircraft has no effect of translating tendency, but need more or less rudder to counteract the propwash hitting the tail which will cause a yaw movement (increase/decrease in torque). The direction of cyclic input should be to the right in a clockwise turning helicopter to counter translating tendency. Thrust from the tailrotor is vectored to the right to counter the torque from the main rotor, this will make the helicopter drift to the left. In the Huey it the other way.

In the "in a nutshell" section for dissymetery of lift you talk about the need to pull the cyclic aft towards you to fly straight and level. During forward flight you will need to actually push the cyclic forward due to the blowback effect (pitch up moment caused by blade flapping and transverse flow) during the transition from a hover to forward flight. During straight and level flight you will also need to tilt the rotor system forward to create a forward vector of the lift. Or else due to the drag you will lose airspeed.

Hope this helps.

(D/229) Xtra wrote:
A few comments:
In a hover you dont focus on the slipball. It can be completely off center and you can still be holding your position.

This is usually what I do when I'm in a symmetrical configuration and it works well so far. I also remember the slipball being mentioned in the Huey Hover tutorial... I guess it would be possible in certain cases to hover with the slipball being off though.

(D/229) Xtra wrote:For gyroscopic precession the pilot control input is mechannicaly put 90 degrees before instead of after. For example in the Gazelle a cyclic fwd movement is taken care of on the left hand side of the rotor. In the Huey on the right.

Good catch, thanks for letting me know! I think the fact that this section was basically a copy-paste of what I wrote in the Huey means that I forgot about the the torque being in the opposite direction.

(D/229) Xtra wrote:Translating tendency: you are talking about the need to apply left rudder. This should be cyclic. A prop aircraft has no effect of translating tendency, but need more or less rudder to counteract the propwash hitting the tail which will cause a yaw movement (increase/decrease in torque). The direction of cyclic input should be to the right in a clockwise turning helicopter to counter translating tendency. Thrust from the tailrotor is vectored to the right to counter the torque from the main rotor, this will make the helicopter drift to the left. In the Huey it the other way.

True, see previous comment.

(D/229) Xtra wrote:In the "in a nutshell" section for dissymetery of lift you talk about the need to pull the cyclic aft towards you to fly straight and level. During forward flight you will need to actually push the cyclic forward due to the blowback effect (pitch up moment caused by blade flapping and transverse flow) during the transition from a hover to forward flight. During straight and level flight you will also need to tilt the rotor system forward to create a forward vector of the lift. Or else due to the drag you will lose airspeed.

Yes, it's hard to describe all these things you do naturally/instinctively to fly straight and put them into words. Thanks for taking the time to rectify my mistakes. I'll upload the necessary updates when I get home.