The US Army method was similar to that described by 212man except we did the hover check to determine hover power required....determined the Take Off Power to be used ensuring there was a margin left for safety, do an instrument check for proper indications....then land back....do pre-take off checks and Final Brief....takeoff from the ground using instruments without looking outside....and apply the Takeoff Power...confirm vertical rate and lower the pitch attitude to Five Degrees below level attitude....check for positive rate and acceleration...climb away at Vbroc until reaching a desired altitude then adjust power and attitude for cruise. During the takeoff heading is controlled by pedals until forward airspeed increases through ETL and then by use of cyclic and pedals per normal flight after that.. Takeoffs were done into wind as much as possible. We used that technique quite frequently in dusty conditions with sling loads or at night where there were no lights of any kind also carrying sling loads of all kinds including Huey's.
My Instrument training took place in the UH-1B, D, and H which all were single engine, had no SAS, no RadAlt, and a single VOR and ADF and a RMI with two bearing pointers (VOR and ADF)and a VOR/ILS course deviation/glide slope indicator. There was a backup AI on the Co-Pilot's panel.....and a Mag Compass. These days that layout would be considered an "Emergency Panel". The Chinooks I flew had the same basic setup but did have a SAS system. Both Huey and Chinook had Force Trim systems with the difference being the Chinook required the Force Trim to be on at all times for normal flight but in the Huey it was optional.