Crab, that sounds right. SASless: speak for yourself, soldier.
The point raised about low inertia heads (which are popular in design for a variety of reasons) and energy management of a low inertia head get me to three core points:
1. If you are flying somewhere at "best cruise" or "max conserve" airspeed, it would seem that one needs to ensure one's transit airspeed is some knots above best auto speed because anyone will have a slight delay in reaction, and need some energy in the bank to not get behind the problem. With a low inertia rotor head, delay can be fatal. Know your aircraft.
2. FH1100 had a point a few pages back that I agree with: when flying somewhere, where possible plan to give yourself as much altitude to cruise at as you can. That is a form of energy that gives you choices that low altitude flying won't.
3. Your Nr is your life, until you get back to Mother Earth, so you have to control Nr, know how to control Nr (see energy management), fly with two hands, and stay ahead of your aircraft. That last point gets a severe test when a surprise loss of power compresses your time, energy, and decision timeline.
A few extra knots, or a few hundred extra feet may save your chili.