Fixed wing aircraft that deflect their ailerons experience adverse yaw: the aileron deflecting downwards experiences more drag than the one deflecting upwards, and this creates a yawing moment in the wrong direction. The magnitude of the effect depends on variables like aspect ratio, wing span, airspeed etc. It is this yawing affect that would be compensated by pedal input.

Helicopters effectively tilt the lift vector to the side where they need to go to, there is no adverse yaw effect that requires compensation form the pedals.

Both fixed wing and rotary wing aircraft are self stabilising directionally in forward flight. The vertical fin does this, and in helicopters the tail rotor: increase in side slip angle causes a change in angle of attack at the tail rotor, which results in a stabilising thrust change.

Fixed wing aircraft that deflect their ailerons experience adverse yaw: the aileron deflecting downwards experiences more drag than the one deflecting upwards, and this creates a yawing moment in the wrong direction. The magnitude of the effect depends on variables like aspect ratio, wing span, airspeed etc. It is this yawing affect that would be compensated by pedal input.

Helicopters effectively tilt the lift vector to the side where they need to go to, there is no adverse yaw effect that requires compensation from the pedals.

Both fixed wing and rotary wing aircraft experience side slip when only stick and no pedals are applied in a turn - to a limited extent due to directional stability in forward flight. The vertical fin provides this stability, and in helicopters the tail rotor as well: increase in side slip angle causes a change in angle of attack at the tail rotor, which results in a stabilising thrust change. But self stabilisation needs a slip angle to create force. Like Simon says, a true coordinated turn always requires pedal input.

Fixed wing aircraft that deflect their ailerons experience adverse yaw: the aileron deflecting upwards experiences more drag than the one deflecting downwards, and this creates a yawing moment in the wrong direction. The magnitude of the effect depends on variables like aspect ratio, wing span, airspeed etc. It is this yawing affect that would be compensated by pedal input.

Helicopters effectively tilt the lift vector plane to the side where they need to go to, there is no adverse yaw effect that requires compensation form the pedals.

Both fixed wing and rotary wing aircraft are self stabilising directionally in forward flight. The vertical fin does this, and in helicopters the tail rotor: increase in side slip angle causes a change in angle of attack at the tail rotor, which causes a stabilising thrust change.

Fixed wing aircraft that deflect their ailerons experience adverse yaw: the aileron deflecting downwards experiences more drag than the one deflecting upwards, and this creates a yawing moment in the wrong direction. The magnitude of the effect depends on variables like aspect ratio, wing span, airspeed etc. It is this yawing affect that would be compensated by pedal input.

Helicopters effectively tilt the lift vector to the side where they need to go to, there is no adverse yaw effect that requires compensation form the pedals.

Both fixed wing and rotary wing aircraft are self stabilising directionally in forward flight. The vertical fin does this, and in helicopters the tail rotor: increase in side slip angle causes a change in angle of attack at the tail rotor, which results in a stabilising thrust change.