... and backing in 'blind' from the 'first hover' position isn't a black art either, as long as you've previously mapped & checked the area with radar and are fairly sure that vessels which don't have AIS haven't cunningly sneaked in behind you while you weren't looking.
Even in the thickest fog you can see further than the edge of the rotor disc, so as long as you move at a steady, slow pace you are going to see the shoreline before you bump into it. Modern aircraft can control speed and direction of closing movement to a steady and accurate degree without suffering from the complications of old doppler-only systems, so the process is further de-risked. It's no different in principle to closing with the coast sideways or backwards (ideally not forwards unless committed!) below min radar range in a SK.
A good GPS display is also very useful for assisting awareness; if the system fails completely then you stop using it - but then the radar is just as susceptible to failure at an awkward moment. If the GPS is using RAIM then any error from one of the satellites being used will be flagged up as soon as the system recognises it, so claiming that the GPS position could be 'faulty' doesn't really hold water.
Both aircraft layouts and radar systems can achieve the same effect, just using different equipment combinations and therefore different procedures.
Just as well we don't get too many jobs at the back of coves in 40kts of onshore fog; think of the collision risk as the SK and AW139/S-92 operators race to prove how efficiently they can each complete the job!
Louis