As a result of spending too much time reviewing simulator data requirements, some interesting technical aspects that might generate thought:
Fixed wing aircraft put a lot of emphasis on flying a pitch attitude - helicopters use whatever pitch attitude works.
Helicopters seem to be the only ones that have an adjustable reference mark on the attitude indicator (or am I mistaken). Don't know why, and wish it would go away.
Fixed wing pilots change aircraft quite frequently and have to memorize new airspeeds, procedures, etc. Helicopter pilots don't have to remember too many new numbers. The result is that we tend to think all helicopters fly the same and that we can use the same profiles and methods we've always used.
Fixed wing aircraft always use takeoff power to takeoff (or some other fixed number). Helicopters use what's needed. THis makes it difficult to standardize performance numbers or procedures (see prior comment)
Prior to takeoff, fixed wing pilot needs to set power, check instruments and then commence takeoff. He can concentrate on flying the machine and only worry if something fails. Helicopter pilot needs to simultaneously lift to hover, monitor typically three different gauges to see which one is limiting, and then accelerate to forward flight, all the time monitoring gauges and flight path.
Engine failures in single engine helicopters are the most sensory deprived, multi-variable task you can ask a pilot to perform. Fixed wing have to set glide speed and hope for the best.
Hope that adds to the discussion!