Please take a moment and update your account profile. If you have an updated account profile with basic information on why you are on Air Warriors it will help other people respond to your posts. How do you update your profile you ask?
Kinda sorta. Except you can depart just as easy with left wing down/top rudder as you can with left wing down/bottom rudder. In the helo's case, the cross-control input just keeps your nose pointing in the direction you want rather than spinning in the opposite direction of your power.
Perhaps I'm taking your post too critically, but I inadvertently got into the edge of this situation a couple of weeks ago and half-assed my way through it by doing a half-assed version of this (inadvertently, I'll admit). It actually worked out far better than it should have, I'm thankful to admit.
The difference is collective position and the minimal loss of altitude during recovery.
Conventional wisdom is lower the collective and nose down to reduce pitch while gaining airspeed, essentially flying forward out of the vortex. The thought is that max collective won't do anything because you're in the vortex so the blades are fucked on creating lift. It works but the tradeoff is you lose a lot of altitude.
This technique is pretty cool because of how fast the recovery is.
FAA still requiring ATP/Commercial manuever demonstration as follows:
For settling with power demonstrations and training inrecognition of vortex ring state conditions, all maneuversshould be performed at an elevation of at least 1,500 feet AGL.
To enter the maneuver, reduce power below hoverpower. Hold altitude with aft cyclic until theairspeed approaches 20 knots. Then allow the sinkrate to increase to 300 feet per minute or more as theattitude is adjusted to obtain an airspeed of less than 10 knots.
When the aircraft begins to shudder, the application of additional up collective increases thevibration and sink rate.
Recovery should be initiated at the first sign of vortex ring state by applying forward cyclic to increase airspeed and simultaneously reducing collective.
The recovery is complete when the aircraft passesthrough effective translational lift and a normal climb is established.